
■•^^ 




Class _JIIi:j= 
Rnnk .Kfe 

COPYRIGHT DEPOSIT. 



T 



The Science of Railways 

For the convenience of those interested particularly in certain 
lines of. work, Kirkman's "Science of Railways" is divided and 
sold in groups, as follows : 

The price of these groups, and for the complete set, are spe- 
cially made to railway employes, and payment may be made on 
the monthly installment plan if desired. The books are bound 
in half leather, and are a handsome addition to any library. 

Group F, LOCOMOTIVE SHOPS, 4 
Vols., 2 Portfolios, Price, $2O.0O- 



Locomotive and Motive Power Depart 

ment. 
Engineers' and Firemen's Handbook. 
Locomotive Appliances. 
Electricity Applied to Railways. 
Air Brake — Construction and Working. 
Operating Trains. 
Portfolio of Locomotives. 
Portfolio of Air Brake. 

Group B, AGENTS AND OPERATORS, 
5 Volumes, 3 Portfolios, Price, 
$35.00. 

Passenger Traffic and Accnmts. 
Freight Traffic and Accounts. 
Collection of Revenue. 
Electricity Applied to Railways. 
Operating Trains. 
Portfolio of Locomotives. 
Portfolio of Air Brake. 

Group C, OFFICES AND STATIONS. 9 
Vols., S Portfolios, Price, $32.00. 

Organization of Railways — Financing. 
Passenger Traflic and Accounts. 
Freight Traffic and Accounts. 
Safeguarding Railway Expenditures. 
Oeneral Accounts and Cash. 
Collection of Revenue. 
Railway Rates and Government Owner- 
ship. 
Electricity Applied to Railways. 
Operating Trains. " 
Poitfolio of Locomotives. 
Portfolio of Air Brake. 

Group D, ROADWAY AND TRACK. 3 
Vols., 1 Portfolio, Price, $10.00. 

Building nnd Renairing Railways. 
Safeguarding Railway Expenditures. 
Portfolio of Locomotives. 

Group E, CAR SHOPS. 2 Vols., 3 Port- 
folios, Price, $15.00. 

Cars — Construction, Handling and Su- 
pervision. 
Air Brake — Construction and Working. 
Portfolio of Cars. 
Portfolio of Air Brake. 



Locomotive Appliances. 

Shops and Shop Practice. Vol. I. 

Shops and Shop Practice, Vol. II. 

Air Brake — Construction and Working. 

Portfolio of Locomotives. 

Portfolio of Air Brake. 

Group G, ROUNDHOUSE, 3 Vols., 3 
Portfolios, Price, $15.0O. 

Shops and Shop Practice, Vol. I. 
Shops and Shop Practice, VoL II. 
Portfolio of Locomotives. 
Portfolio of Air Brake. 

Group H, TRAIN MEN, 3 Vols., 3 Port- 
folios, Price, $18.00. 

Operating Trains. 

Cars — Construction, Handling and Su- 
pervision. 
Air Brake — Construction and Working. 
Portfolio of Cars. 
Portfolio of Air Brake. 

Group I. Full Set 17 Vols., 3 Port- 
folios, Price, $45.00. 

Locomotive and Motive Power Depart- 
ment. 

Engineers' and Firemen's Handbook. 

Locomotive Appliances. 

Electricity Applied to Rfihv;^ys. 

Cars — Construction, Handling and Su- 
pervision. 

Air Brake — Construction and Working. 

Operating Trains. 

Collection of Revenue. 

Building and Repairing Railways. 

Organization of Railways — Financing. 

Passenger Traffic and Accounts. 

Freight Traffic and Accounts. 

Safeguarding Railway Expenditures. 

General Accounts and Cash. 

Railway Rates and Government Ownei'c 
ship. 

Shops and Shop Practice, Vol. I. 

Shops and Shop Practice, Vol. II. 

Portfolio of Locomotives. 

Portfolio of Cars. 

Portfolio of Air Brake. 



Full information furnished on request. 

CROPLEY PHILLIPS COMPANY, Publishers 

TRIBUNE BUILDING 
CHICAGO 



%- 



SUPPLEMENT TO THE VOLUME 



AIR BRAKE ,^ 




THE SCIENCE OF RAILWAYS 



MARSHALL M. KIRKMAN 



EMBODYING DESCRIPTIONS AND INSTRUCTIONS FOR 
THE MANIPULATION OF 

THE WESTINGHOUSE No. 6 "E T" ENGINE AND TENDER BRAKE 
EQUIPMENT, TOGETHER WITH QUESTIONS AND ANSWERS RELA- 
TIVE TO THE PRACTICAL OPERATION THEREOF: THE NEW 
YORK B-3 LOCOMOTIVE BRAKE EQUIPMENT; NEW YORK 
DUPLEX AIR PUMPS AND PUMP GOVERNORS: AND 
THE DUKESMITH E. C. EQUIPMENT No. 6 
AND CAR CONTROL VALVE 



CHICAGO 

CROPLEY PHILLIPS COMPANY 

1911 










v^ 



Copyright by 

CROPLEY PHILLIPS. COMPANY 

1911 
All riulits reserved 




©CLA'^97'747'^ 



Yu 



^ k 



THE NO. 6 "E. T." LOCOMOTIVE 
BRAKE EQUIPMENT. 



^.KE 



led in 
The 
I, is a 
ts by 
rative 
arable 
anipu- 
on the 
lie re- 
brake- 
t. 



t, giv- 
equip- 
)ns of 
ption: 



he air 

en the 

servoir 
•m the 
valves, 

motive 
motive 

' inde- 



ng-res- 
brake- 



THE NO. 6 "E. T." LOCOMOTIVE BRAKE 
EQUIPMENT. 

The ' * E. T. " Locomotive Brake equipment was introduced in 
1905 and is now known as the ' ' No. 5 " E. T. Equipment. The 
"No. 6" E. T. Equipment, illustrated and described herein, is a 
modification of the No. 5, to accomplish the same results by- 
simpler means, as Avell as to embody certain additional operative 
advantages which railroad men suggested as valuable and desirable 
in a locomotive brake apparatus. The only difference in manipu- 
lation between No. 5 and No. 6 " E. T. " equipment is that on the 
second engine in double heading, the No. 6 brake-valve handle re- 
mains in running position, as with the old standard G-6 brake- 
valve, instead of in lap position, as with the No. 5 equipment. 

AEEANGEMENT OF APPAEATUS. 

Fig. 1-A is a diagram of the No. 6 * ' E. T. " equipment, giv- 
ing the necessary instructions for correctly piping up the equip- 
ment; Fig. 1-B is a similar diagram giving the designations of 
apparatus and piping as referred to in the following description: 

PAETS OF THE EQUIPMENT. 

1. The Air Pump to compress the air. 

2. The Main Eeservoiks, in which to store and cool the air 
and collect water and dirt. 

3. A Duplex Pump Governor to control the pump when the 
pressures are attained for which it is regulated. 

4. A Distributing Valve, and small double-chamber reservoir 
to which it is attached, placed on the locomotive to perform the 
functions of triple valves, auxiliary reservoirs, double check valves, 
high-speed reducing valves, etc. 

5. Two Brake Valves, the Automatic to operate locomotive 
and train brakes, and the Independent to operate locomotive 
brakes only. 

6. A Feed Valve to regulate the brake-pipe pressure. 

7. A Eeducing Valve to reduce the pressure for the inde- 
pendent brake valve and for the air-signal system when used. 

8. Two Duplex Air Gauges; one, to indicate equalizing-res- 
ervoir and main-reservoir pressures; the other, to indicate brake- 
pipe and locomotive brake-cylinder pressures. 

5 



THE AIB BRAKE. 



il'f 




NO. 6 "E. T." EQUIPMENT. 7 

9. Driver, Tender, and Truck-Brake Cylinders, Cut-Out 
Cocks, Air Strainers, Hose Couplings, Fittings, etc., incidental 
to the piping, for purposes readily understood. 

NAMES OF PIPING (Kefer to Fig. 1-B). 

D— Discharge Pipe: Connects the Air Pump to the first Main 
Reservoir. 

C — Connecting Pipe: Connects the two Main Eeservoirs. 

ME — Main-Reservoir Pipe: Connects the second main reser- 
voir to the Automatic Brake Valve, Distributing Valve, Feed 
Valve, Reducing Valve, and Pump Governor. 

FV — Feed-Valve Pipe : Connects the Feed Valve to the Auto- 
matic Brake Valve. 

E — Excess-Pressure Governor Pipe: Connects the Feed- 
Valve Pipe to the Excess-Pressure Head of the Pump Governor. 

EV — Reducing-Valve Pipe: Connects the Reducing Valve to 
the Independent Brake Valve, and to the Signal System, when 
used. 

BP — Brake Pipe: Connects the Automatic Brake Valve with 
the Distributing Valve and all Triple Valves on the cars in the 
train. 

BC — Brake- Cylinder Pipe: Connects the Distributing Valve 
with the Driver, Tender and Truck-Brake Cylinders. 

H — Application-Cylinder Pipe: Connects the Application 
Cylinder of the Distributing Valve to the Independent and Auto- 
matic Brake Valves. 

I — Distributing-Valve Release Pipe: Connects the Applica- 
tion Cylinder exhaust port of the Distributing Valve to the Auto- 
matic Brake Valve through the Independent Brake Valve 

Referring to Fig. 1-B, air compressed by the pump passes 
through pipes D and C as usual to the main reservoirs and the 
main-reservoir pipe, MR. The main-reservoir cut-out cock, W, is 
to cut off and vent the air from the main-reservoir pipe, when 
removing any of the apparatus except the governor. The end to- 
ward the main reservoir is tapped for a pipe connection, G, to the 
Pump Governor. Before this cock is closed the double-heading 
cock, X, should be closed, and the brake-valve handle placed in 
release position. This is to prevent the slide valve of the feed 
valve, and the rotary valve of the brake valve, being lifted from 
their seats. 

Beyond the main-reservoir cut-out cock, the main-reservoir pipe 
has four branches, one of which runs to the automatic brake valve, 
one to the feed valve, one to the reducing valve, and one to the dis- 
tributing valve. As a result, the automatic brake valve receives 
air from the main reservoirs in two ways, one direct and the other 
through the Feed Valve, 

The Feed- Valve Pipe, FV, from the feed valve to the automatic 



TRE AIE BRAKE. 




NO. 6 ''E. T." EQUIPMENT 



9 



brake valve has a branch, EG, to the top of the excess-pressure 
head of the duplex pump governor. 

The third branch of the main-reservoir pipe connects with the 
reducing valve. Air at the pressure for which this valve is set (45 
pounds) is supplied to the independent brake valve through the 
reducing-valve pipe EV. When the air-signal system is installed, 
it is connected to the reducing-valve pipe, in which case the re- 
ducing valve also takes the place of the signal reducing valve 
formerly employed. In the branch pipe supplying the air-signal 
system is placed a combined strainer, check-valve, and choke 
fitting, Y. The strainer prevents any dirt from reaching the 
check valve and choke fitting. The check valve prevents air from 
flowing back from the signal pipe when the independent brake is 
applied. The choke fitting prevents the reducing valve from rais- 
ing the signal-pipe pressure so quickly as to destroy the operation 
of the signal. 




Large Duplex Air Gauge Small Duplex Air Gauge 
(No. 1). (No 2). 

The distributing valve has five pipe connections, made through 
the end of the double-chamber reservoir, three on the left and two 
on the right. Of the three on the left, the upper, ME, is the sup- 
ply from the main reservoir; the intermediate, H, is the applica- 
tion-cylinder pipe, leading to the independent and automatic brake 
valves; and the lower, I, is the distributing-valve release pipe, 
leading through the independent brake valve, when the handle is 
in running position, to the automatic brake valve. Of the two on 
the right, the lower, BP, is the brake-pipe-branch connection, and 
the upper, BC, is the brake-cylinder pipe, branching to all brake 
cylinders on the engine and tender. In this pipe are placed cocks 
for cutting out the brake cylinders when necessary, and in the en- 
gine truck and tender brake-cylinder cut-out cocks are placed choke 
fittings to prevent serious loss of main-reservoir air and the release 



10 TEE AIE BEAKE. 

of the other locomotive brakes during a stop, in ease of burst 
brake-cylinder hose. 

The two Duplex Air Gauges are connected as follows: Gauge 
No. 1; Red Hand, to main-reservoir pipe under the automatic 
brake valve; Black Hand, to gauge-pipe tee of the automatic 
brake valve. Gauge No. 2 ; Eed Hand, to the brake-cylinder pipe ; 
Black Hand, to the brake pipe below the double-heading .cock. 

The amount of reduction made during an automatic applica- 
tion is indicated by the black hand of Gauge No. 1. The black 
hand of , Gauge 2 is to show the brake-pipe pressure when the en- 
gine is second in double heading, or a helper. 

The automatic-brake-valve connections, other than already men- 
tioned, are the brake-pipe, the main-reservoir, the equalizing , reser- 
voir, and the lower connection to the excess-pressure head of the 
pump governor. 

PEINCIPLES OF OPERATION. 

Before taking up the description of each part of this equip- 
ment, we wish to emphasize that the principles governing the oper- 
ation of it are just the same as those of pre\dous automatic air 
brake equipments. The difference consists in the means for sup- 
plying the air pressure to the brake cylinders. Instead of a triple 
valve and auxiliary reservoir for each of the engine and tender 
equipments, the distributing valve is made to supply all brake 
cylinders. The distributing valve consists of two portions called 
the ' ' equalizing portion ' ' and ' ' application portion. " It is con- 
nected to a ' ' double-chamber reservoir, ' ' the two chambers of 
which are called respectively the ' ' pressure chamber ' ' and the 
' ' application chamber. ' ' The latter is ordinarily connected to 
the application portion of the distributing valve in such a way as 
to enlarge the volume of that part of it called the ' ' application 
cylinder" (Fig. 2). The connections between these parts as well 
as their operation, may be compared with that of a miniature 
brake set — the equalizing portion representing the dummy triple 
valve; the pressure chamber, the dummy auxiliary reservoir; and 
the application portion (dummy cylinders) always having prac- 
tically the same pressure in its cylinder as that in the real brake 
cylinders. This is shown by the diagrammatic illustration in Fig. 
2. For convenience, compactness and security they are combined 
in one device as shown in Figs. 3, 4 and 5. The equalizing portion 
(dummy triple) and pressure chamber (dummy auxiliary) are 
used in automatic applications only; reductions of brake-pipe 
pressure cause the equalizing valve to connect the pressure cham- 
ber dummy auxiliary to the dummy cylinder, allowing air to flow 
from the former to the latter. The upper slide valve connected 
to the piston rod of the application portion, admits air to the 
brake cylinders and is called the ' ' application valve, ' ' while the 
lower one releases the air from the brake cylinders and is called 



NO. 6 ''E. T." EQUIPMENT. 



11 



TO INDEPENDENT BHAKE VALVE. 



DUMMY 

CYL. 

CHAMBER 




\\ \ \\\\\\\\\\\\\Y 



PRESSURE CHAMBER. 



DUMMY AUXILLIARY 



Fig. 2. Diagrammatic View of the Essential Parts of the 
Distributing Valve, and Double-Chamber Eeservoir. 



12 THE AIR BRAKE. 

the ' ' exhaust valve. ' ' As the air admitted to the brake cylinders 
comes directly from the main reservoirs, the supply is practically 
unlimited. Any pressure m tne dummy cylinder will force the ap- 
plication piston to close the exhaust valve, open the application 
valve and admit air from the main-reservoirs to the locomotive 
brake cylinders until their pressure equals that in the dummy cyl- 
inder; any variation of this (dummy) cylinder pressure will be 
exactly duplicated in the locomotive brake cylinders, and the re- 
sulting pressure maintained regardless of any brake-cylinder leak- 
age. The whole operation of this locomotive brake, therefore, 
consists in admittng and releasing air pressure into or out of the 
dummy cylinder, in independent applications directly through the 
independent brake valve; in automatic applications, by means of 
the equalizing (dummy triple valve) portion and the air pressure 
stored in the pressure chamber (dummy auxiliary). 

The well known principle embodied in the quick-action triple 
valve, by which it gives a high braking power in emergency appli- 
cations, and a sufficiently low^er one in full service applications, to 
provide a desired protection against wheel sliding, is embodied in 
the No. 6 distributing valve. This is accomplished by cutting off 
the application chamber from the application cylinder in all emer- 
gency applications. In such applications, the pressure chamber 
has to fill the small volume of the application cylinder only, thus 
giving a high equalization, and a correspondingly high brake- 
cylinder pressure. In service applications, it must fill the same 
volume combined with that of the application chamber, thus giv- 
ing a lower equalization and correspondingly lower brake-cylinder 
pressure. 

The following description gives the operation in detail. 

THE NO. 6 DISTRIBUTING VALVE. 

This valve is the important feature of the *'E. T." equip- 
ment. Fig. 3 shows photographic views of the valve and its 
double-chamber reservoir. The pipe connections, as previously 
referred to, are plainly shown. Fig, 4 shows the two chambers 
of the reservoir. The safety valve, 34, is an essential part of the 
distributing valve, and is described under the heading * ' E-6 
Safety Valve. ' ' 

Referring to Figs. 4 and 5, the names of parts of this appa- 
ratus are as follows: 2, Body; 3, Application-Valve Cover; 4, 
Cover Screw; 5, Application Valve; 6, Application-Valve Spring; 
7, Application-Cylinder Cover; 8, Cylinder-Cover Bolt and Nut; 
9, Cylinder-Cover Gasket; 10, Application Piston; 11, Piston Fol- 
loM-er; 12, Packing-Leather Expander; 13, Packing Leather; 14, 
Application-Piston Nut; 15, Application-Piston Packing Ring; 16, 
Exhaust Valve; 17, Exhaust-Valve Spring; 18, Application-Valve 
Pin ; 19, Application-Piston Graduating Stem ; 20, Application- 
Piston Graduating Spring; 21, Graduating-Stem Nut; 22, Upper 



NO. 6 "E. T." EQUIPMENT. 



IS 





Fig. 3. No. 6 Distributing Valve and Double 
Chamber Eeservoir. 

Connections: ME^-Main-Eeservoir Pipe; 4 — D 
istributing-Valve Eelease Pipe; 2 — Application-Cyl- 
inder Pipe; CYLS— Brake-Cylinder Pipe; BP— Br 
ake Pipe. 



u 



TEE AIB BBAEE. 




NO. 6 "E. 1\" EQUIPMENT. 



15 



J^^r~i 




V-CFESi 



3J> 



Fig. 5. No. 6 Distributing Valve. 
Connections: ME — Main-Eeservoir Pipe; IV— Distributing- Valve 
Eelease Pipe; II — Application-Cylinder Pipe; CYLS — Brake- 
Cylinder Pipe; BP — Brake Pipe. 



16 TEE AIE BEAKE. 

Cap Nut; 23, Equalizing-Cylinder Cap; 24, Cylinder-Cap Bolt and 
Nut; 25, Cylinder-Cap Gasket; 26, Equalizing Piston; 27, Equaliz- 
ing-Piston Packing King; 28, Graduating Valve; 29, Graduating- 
Valve Spring; 31, Equalizing Valve; 32, Equalizing-Valve Spring; 
33, Lower Cap Nut; 34, Safety Valve; 35, Double-Chamber Eeser- 
voir; 36, Eeservoir Stud and Nut; 37, Keservoir Drain Plug; 38, 
Distributing-Valve Drain Cock; 39, Application-Valve-Cover Gas- 
ket; 40, Application-Piston Cotter; 41, Distributing-Valve Gasket 
(not shown); 42, Oil Plug; 43, Safety -Valve Air Strainer; 44, 
Equaiizing-Piston Graduating Sleeve; 45, Equalizing-Piston Grad- 
uating-Spring Nut; 46, Equalizing-Piston Graduating Spring. 

To simplify the tracing of the ports and connections, the vari- 
ous positions of this valve are illustrated in nine diagrammatic 
views; that is, the valve is distorted to show the parts differently 
than actually constructed with the object of explaining the opera- 
tion clearly instead of showing exactly how tney are designed. 
The chambers of the reservoir are for convenience indicated at 
the bottom as a portion of the valve itself. In Pig. 5, equalizing 
piston 26, graduating valve 28, and equalizing slide valve 31, are 
shown as actually constructed. But as there are ports in the 
valves which cannot thus be clearly indicated, the diagrammatic 
illustrations show each slide valve considerably elongated so as to 
make all the ports appear in one plane, with similar treatment of 
the equalizing-valve seat. Fig. 6 shows the correct location of 
these ports. 

Keferring to Fig. 7 it will be seen that main-reservoir pressure 
is always present in the chamber surrounding application valve 5 
by its connection through passage a, a, to the main-reservoir pipe. 
Chamber h to the right of application piston 10 are always in free 
communication with the brake cylinders, through passage c and 
the brake-cylinder pij)e. Application cylinder g at the left of ap- 
plication piston 10 is connected by passage Ji with the equalizing 
valve seat, and to the brake valves through the application-cylin- 
der pipe. 

AUTOMATIC OPEEATION. 

Charging. Eeferring to Fig. 7, which shows the movable parts 
of the valve in the release position, it Avill be seen that as cham- 
ber p is connected to the brake pipe, brake-pipe air flows through 
the feed groove v around the top of piston 26 into the chamber 
above equalizing valve 31, and through port o to the pressure 
chamber, until the i^ressures on both sides of the piston are equal. 

Service. "When a service application is made with the auto- 
matic brake valve, the brake-pipe pressure in chamber p is re- 
duced, causing a difference in pressure on the two sides of this 
piston, which results in the piston moving toward the right. The 
first movement of the piston closes the feed groove, and at the 
same time moves the graduating valve until it uncovers the upper 



NO. 6 "E. T/' EQUIPMENT. 



17 






PLAN OF 
GRADUATING VALVE. 




FACE OF SLIDE VALVE. 



^9 




Zj 





PLAN OF SLIDE VALVE. 









0-- 



A-0 (K 



FLAN OF SLIDE \ffK\JJE. SEAT. 

Fig. 6. Graduating Valve, Equalizing Valve, and Equalizing 
Valve Seat of No. 6 Distributing Valve. 



18 



TEE AIB BEAKE. 



MR 




Fig. 7. Release, Automatic or Independent. 
Connections: ME— Main-Reservoir Pipe; IV— Distributing- Yalve 
Re ease Pipe; II— Application-Cylinder Pipe; CYLS—Brake- 
Cylinder Pipe; BP— Brake Pipe. 



NO. 



'E. T.*' EQUIPMENT. 



19 






< 
m 




SAFETY VALVE. 



THE AIE BRAKE. 



end of port b m the equalizing valve 31. As the piston continues 
Its movement the shoulder on the end of its stem engages the 
equalizing valve, which is then also moved to the right^untll the 
piston strikes, equalizing-piston graduating sleeve U, graduating 
spring 46 preventing further movement; port . in de^^TZl 
valve then registers with port h in the seat, and cavitv n in thf 
equalizing valve connects ports h and w in the seat. As" the equal' 
izmg-valve chamber is always in communication with the pressure 
chamber, air can now flow from the latter to both the appSon 
cylinder and application chamber. This pressure forcLCpliea 
tion piston 10 to the right, as shown in Fig. 8, causing exhaust 
valve 16 to close exhaust ports . and d, and^to compres? appS 

fb^'its'cor'r''"^-.?^^ ''' -^«° ----g appLatln valve 
5, by Its connection with the piston stem through pin 18, to open 
Its port and allow air from the main-reservoirs to flow into cham 
bers &, & and through passage c to the brake cylinder^ 
v^l.S""'''^ ^^f movement just described, cavity t in the 'graduating 
valve connects ports r and s in the equalizing valve, and by thf 
same movement ports r and . are brought into^egist^r with por ! 
A and Z m the seat, thus establishing a communication from the 
application cylinder to the safety-valve, which bein^ set at 68 
pounds, Imits the brake-cylinder pressure to this amount which 
is 3 pounds above the maximum obtained in emergency app icTtion 
from original 70 pounds. ^ *^ ^ippiicanon 

fn.^o^^ amount of pressure resulting in the application cylinder 
for a certain brake-pipe service reduction, depends on the com- 
parative volumes of the pressure chamber, application cylinder Td 
Its chamber. These volumes are such that with 70 pounds in the 
pressure chamber and nothing in the application ^cX^^^^^^ 
chamber, if they are allowed to equalize, for an example as .Sh 

llZceLlT (v?: ^t''*^-' «-^ -11 «how about'^SO pounds 
^ervice Lap. When the brake-pipe reduction is not sufficient 

contZe untn fr""' ^^P^^^^^^^^' '^^ — litions described above 
continue until the pressure m the pressure chamber is reduced 
enough below that in the brake pipe to cause piston 26 to force 
graduating valve 28 to the left until stopped by the shoulder on 
31 ZZJr""^ striking the right-hand end of^qualizing vaC 
31, the position indicated m Fig. 9, and shown as Service Lap 
In this position, graduating valve 28 has closed port , so that no 
more air can flow from the pressure chamber to the appHcation 
cylinder and chamber. It also has closed port ., cutting off com 
munication to the safety valve, so that any possible leak in the la^ 

llLr^^^'r^'' ''' aPPlieation-cylinder^^ressure, and thus sm." 
ilarly affect the pressure in the brake cyliiders. The flow of aTr 
past application valve 5 to the brake cylinders continues unUl 

when Z"T: ''^^'*'^ '^''f' *^^* i^ *^^ application cylinder 
WfW% ^^ '' -Pf''"? ^^^ application-piston graduating spring 
qTwI r-P''*°" ?l*^ *^^ 1^^* *« ^^^ position shownVrTg! 
9, thereby closing port &. Further movement is prevented by the 



NO. 6 "E. T." EQUIPMENT. 



21 



MR 




Pig, 8, Automatic Service. 



22 



TEE AIE BRAKE. 



> 
C 

O 

> 

o 

(/) 
m 

< 

o 
m 

"D 

O 

0) 
H 

o 

z 




SAFETY VAUE, 



NO. 6 "E. T." EQUIPMENT. 23 

resistance of exhaust valve 16, and the application-piston grad- 
uating spring having expanded to its normal position. The brake- 
cylinder pressure is then practically the same as that in the appli- 
cation cylinder and chamber. 

From the above description it will be seen that application pis- 
ton 10 has application-cylinder j^ressure on one side and brake- 
cylinder pressure on the other. When either pressure varies, the 
l)iston will move toward the lower. Consequently if that in cham- 
ber b is reduced, by brake-cylinder leakage, the pressure main- 
tained in the application cylinder will force piston 10 to the right, 
opening application valve 5 and again admitting air from the 
main-reservoirs to the brake cylinders until the pressure in cham- 
ber h is again slightly above that in the application cylinder when 
the piston again moves back to lap position. In this way the 
brake-cylinder pressure is always maintained equal with that in 
the application cylinder. This is the pressure-maintaining feat- 
ure. 

Automatic Belease. When the automatic brake valve is placed 
in release- position, and the brake-pipe pressure in chamber p is 
thereby increased above that in the pressure chamber, equalizing 
piston 26 moves to the left, carrying with it equalizing valve 31 
and graduating valve 28 to the position shown in Fig. 7. The 
feed grcve v now being open permits the pressure in the pressure 
chamber to feed up until it is equal with that in the brake i-'ipe as 
before described. This action does not release the locomotive 
brakes because it does not discharge application-cylinder pressure. 
The release pipe is closed by the rotary valve of the automatic 
brake valve, and the application-cylinder pipe is closed by the 
rotary valves of both brake valves. To release the locomotive 
brakes, the automatic brake valve must be moved to running posi- 
tion. The release pipe is then connected by the rotary valve to 
the atmosphere, and as exhaust cavity fc in the equalizing valve 
31 connects ports i, lu and li in the valve seat, application-cylin- 
der and chamber pressure will escape. As this pressure reduces, 
tlie brake-cylinder pressure will force application piston 10 to 
the left until exhaust valve 16 uncovers exhaust ports d and e, 
allowing brake-cylinder pressure to escape (J?ee Fig. 7), or in 
case of graduated release, to reduce in like amount to the reduc- 
tion in the apjDlication-cylinder pressure. 

Emcrtjency. When a sudden and heavy brake-pipe reduction 
is made, as in an emergency application, the air in the pressure 
chamber forces equalizing piston 26 to the right w^ith sufficient 
force to compress equalizing-piston graduating spring 46, so that 
the piston moves until it strikes against the leather gasket 
beneath cap 23 as shown in Fig. 10. This movement causes 
equalizing valve 31 to uncover port h in the bush without opening 
port w, making a direct opening from the pressure chamber to 
the application cylinder only, so that they c[uickly become equal- 



24 



TEE AIE BRAKE. 



MF» 




NO. 6 ''E. T." EQUIPMENT. 



25 



> 



H 

O 
2 




SAFETY VALVE. 



26 TBE AIE BBAKE. 

ized. This cylinder volume, being small, and connected with 
that of the pressure chamber at 70-pounds pressure, equalizes at 
about 65 pounds. Also in this position of the automatic brake 
valve, a small port in the rotary valve allows air from the main- 
reservoirs to feed into the application-cylinder pipe, and thus to 
the application cylinder. The application cylinder is now con- 
nected to the safety valve through port Ji in the seat, cavity q 
and port r in the equalizing valve, and port b in the seat. Cavity 
q and port r in the equalizing valve are connected by a small 
port, the size of which permits the air in the application cylinder 
to escape through the safety valve at the same rate that the air 
from the main-reservoirs, feeding through the rotary valve of t'. ? 
automatic brake valve, can supply it, preventing the pressura 
from rising above the adjustment of the safety valve. 

In High-Speed Brake Service, the feed valve is regulated for 
110-pounds brake-pipe pressure instead of 70, and main-reservoir 
pressure is 130 or 140 pounds. Under these conditions r.n 
emergency application raises the application-cylinder pressure to 
about 93 pounds, but the passage between cavity q and port r 
is so small that the flow of application-cylinder pressure to th? 
safety valve is just enough greater than the supply through the 
brake valve, to decrease that pressure in practically the same 
time and manner as is done by the high-speed reducing valve, 
until it is approximately 75 pounds. The reason why the pres- 
sure in the application cylinder, pressure chamber and brake 
cylinders does not fall to 68 pounds, to which pressure the safety- 
valve is adjusted, is because the inflow of air through the brake 
valve with the high main-reservoir pressure used in high-speed 
service is equal, at 75 pounds, to the outflow through the small 
opening to the safety valve. This is done to get a shorter stop 
in emergency. The application portion of the distributing valve 
• operates similarly, but more quickly than in service application. 

Emergency Lap. The movable parts of the valve remain in 
the position shown in Fig. 10 until the brake-cylinder pressure 
slightly exceeds the application-cylinder pressure, when the appli- 
cation piston and application valve move back to the position 
known as Emergency Lap as shown in Fig. 11. 

The release after an emergency is brought about by the same 
manipulation of the automatic brake valve as that following 
service application, but the effect on the distributing valve is 
somewhat different. When the equalizing piston, valve, and 
graduating valve are forced to the release position by the 
increased brake-pipe pressure in chamber p, the application 
chamber, with no pressure in, is connected to the application 
cylinder, with the emergency pressure in, through port w, cavity 
Tc, and port Ji. The pressure in the application cylinder at once 
expands into the application chamber until these pressures are 
equal, which results in the release of brake-cylinder pressure 
until it is slightly less than that in application cylinder and 



NO. 6 "E. T." EQUIPMENT. 



27 



MR 




Fig. 10. Emergency. 



TEE AIE BBAKE, 



ni 

33 
O 

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o 

-< 

"0 
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</) 

H 

O 

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SAFETY VALVE 



NO. 6 ''E. T." EQUIPMENT. 



MR 




Fig. 11. Emergency Lap, 



30 



TBE AIB BBAKE. 



m 

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SAFETY VALVE. 



NO. 6 "E. T." EQUIPMENT. 31 

chamber. Consequently, in releasing after an emergency, the 
brake-cylinder pressure will automatically reduce to about 15 
pounds, which Avill remain until the automatic-brake-valve handle 
is moved to running position. 

If the brakes are applied by a conductor's valve, a burst hose, 
or parting of train, the movement of equalizing valve 31 breaks 
the connection between ports h and i through cavity k, so that 
the brakes will apply and remain applied until the brake-pipe 
pressure is restored. The handle of the automatic brake valve 
should be moved to lap position to prevent a loss of main- 
reservoir pressure. 

INDEPENDENT BEAKE OPEEATION. 

Independent Application. When the handle of the Inde- 
pendent Brake Valve is moved to either application position, air 
from the main reservoir, limited by the reducing valve to a 
maximum of 45 pounds, is allowed to flow to the application 
cylinder, forcing application piston 10 to the right as shown in 
Fig. 12. This movement causes application valve 5 to open its 
port and allow air from" the main-reservoirs to flow into cham- 
bers T), h and through passage c to the brake cylinders, as in an 
automatic application, until the pressure slightly exceeds that in 
the application-cylinder. The application-piston graduating 
spring and higher pressure then force application piston 10 to 
the left until application valve 5 closes its port. Further move- 
ment is prevented by the resistance of exhaust valve 16, and the 
application-piston graduating spring having expanded to its 
normal position, ^^i^is position, shown in Fig. 13, is known as 
Independent Lap. , - 

It will be seen that whatever pressure exists in the application 
cylinder will be maintained in the brake cylinders by the ' ' pres- 
sure maintaining ' ' feature already described under the heading 
' ' Service Lap, ' ' and indicated in Fig. 9. 

Independent Release. When the handle of the independent 
brake valve is moved to release position, a direct opening is made 
from the application cylinder to the atmosphere. As the applica- 
tion-cylinder pressure escapes, brake-cylinder pressure in cham- 
bers h moves application piston 10 to the left, causing exhaust 
valve 16 to open exhaust ports e and d as shown in Fig. 7, 
thereby allowing brake-cylinder pressure to discharge to the 
atmosphere. 

If the independent brake valve is returned to lap before all 
of the application-cylinder pressure has escaped, the application 
piston 10 will return to independent lap position as soon as the 
brake-cylinder pressure is reduced a little below that remaining 
in the application cylinder, thus closing exhaust ports e and d, 
and holding the remaining pressure in the brake cylinders. In 
this way the independent release may be graduated as desired. 



32 



THE AIR BBAKE, 




Fig, 12, Independent Application, 



NO. 6 ''E. T." EQUIPMENT. 



33 




SAFETY VALVE 



34 THE AIB BBAKE. 

This equipment has all the flexibility and ease of manipula- 
tion possessed by the combined automatic and straight air equip- 
ment, with much less apparatus and complication, besides the 
other important features of pressure maintaining, equal pressures 
in all brake cylinders, and the fact that it is always possible to 
release the locomotive brakes with the independent-brake valve, 
even when automatically applied. In connection with this last 
mentioned feature. Fig. 14 shows the position the distributing- 
valve parts will assume, if the locomotive brakes are released by 
the independent brake valve after an automatic application has 
been made. This results in the application portion going to 
release position without changing the conditions in either the 
pressure-chamber or brake pipe; consequently, the equalizing por- 
tion does not move until release is made by the automatic brake 
valve. 

An independent release of locomotive brakes may also bo 
made in the same manner, after an emergency application by the 
automatic brake valve. However, owing to the fact that, in this 
position, the automatic brake valve will be supj^lying the applica- 
tion cylinder through the. maintaining j^ort in the rotary valve, 
the handle of the independent brake valve must be held in release 
position to prevent the locomotive brakes from reapplying, so 
long as the handle of the automatic brake valve remains in 
emergency position. The equalizing portion of the distributing 
valve will remain in the position shown in Figs. 10 and 11, while 
the application portion will assume the position shown in Fig. 14. 

Double Heading. When there are tAvo or more locomotives in 
a train, the handles of both brake valves on each locomotive 
except the one from which the brakes are being operated, should 
be carried in running position. The release pipe is then open to 
the atmosphere at the automatic brake valve, and the operation 
of the distributing valve is the same as that described during 
automatic-brake applications. In double heading, therefore, the 
application and the release of the distributing valve on each 
helper locomotive is similar to that of the triple valves on the 
train. But in case an engineer on a helper finds it necessary to 
apply or to release his brakes independently of the train, he can 
do so by using the independent brake valve, without moving the 
handle of the automatic valve. 

Port u drains the application cylinder of any moisture pre- 
cipitated from the air in chambers h ; such moisture passes to the 
lower part of the distributing valve through port m, where it 
may be drawn off by drain cock 38. 

To remove piston 10 and slide valve 16, it is absolutely neces- 
sary to 'first remove cover 3, application valve 5 and valve pin 18. 

THE QUICK-ACTION CYLINDEE CAP. 
The equalizing portion of the distributing valve, as already 



NO. 6 ''E. T." EQUIPMENT. 



35 



MR 




Fig. 13, Independent Lap, 



36 



TEE AIE BRAKE. 



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Z 




SAFETY VALVE. 



NO. 6 "E. T.'' EQUIPMENT. 37 

described, corresponds to the plain triple valve of the old 
standard locomotive brake equipments. There are, however, con- 
ditions under which it is advisable to have it correspond to a 
quick-action triple; that is, — vent brake-pipe air into the brake 
cylinders in an emergency application. To obtain this, the cylin- 
der cap 23, Fig. 5, is replaced by the * ' Quick- Action Cylinder 
Cap, ' ' illustrated in Fig. 15. 

In an emergency application, as equalizing piston 26 moves 
to the right and seals against the gasket (J^ig. 16) the knob on 
the piston strikes the graduating stem 50, causing it to compress 
equalizing-piston graduating spring 55, and move slide valve 48 
to the right, opening port j. Brake-pipe pressure in chamber 
I) flows to chamber X, pushes down check valve 53, and passes 
to the brake cylinders through port m in the cap and distributing- 
valve body. When the brake cylinders and brake pipe equalize, 
check valve 53 is forced to its seat by spring 54, thus preventing 
air in the brake-cylinders from flowing back into the brake pipe. 
When a release of the brakes occurs and piston 26 is moved back 
to its normal position (Fig. 7), spring 55 forces graduating stem 
50 and slide-valve 48 back to the position shown in Fig. 15. 

In all other respects, the operation of a distributing valve 
having this cap is exactly as described before. 

E-6 SAFETY VALVE. 

Fig. 17 is a sectional view of the safety valve which is an 
essential part of the distributing valve. It is unlike the ordinary 
safety valve, as its construction is such as to cause it to close 
quickly with a "pop" action, insuring its seating firmly. It is 
sensitive in operation and responds to slight differences of 
pressure. 

The names of the parts are 2, Body; 3, Cap Nut; 4, "Valve; 
5, Valve Stem; 6, Adjusting Spring; 7, Adjusting Nut. 

Valve 4 is held to its seat by the compression of spring 6 
between the stem and adjusting nut 7. When the pr'^ ure below 
valve 4 is greater than the force exerted by the spring, it rises, 
and as a larger area is then exposed, its movement upward is very 
quick, being guided by the brass bush in the body 2. Two ports 
are drilled in this bush upward to the spring chamber; and two 
outward through the body to the atmosphere, although only one 
of each of these is shown in the cut. As the valve moves upward, 
its lift is determined by the stem 5 striking cap nut 3. It closes 
the two vertical ports in the bush connecting the valve and 
spring chambers, and opens the lower ports to the atmosphere. 
As the air pressure beloW' valve 4 decreases, and the compression 
of the spring forces the stem and valve dowmAvard, the valve 
restricts the lower ports to the atmosphere and opens those 
between the valve and spring chambers. The discharge air pres- 
sure then has access to the spring chamber. This chamber is 



TEE AIB BBAEE, 



MR 




Fig. 14. Release Position. 

When Locomotive Brake is released by Independent Brake Valve 

After an Automatic Application. 



NO. 6 "E. T." EQUIPMENT. 



O 
PI 
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m 

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o 



O aJ 

z 




SAFETY VALVE. 



TEE AIE BRAKE, 




fiG. 15. The Quick-Action Cylinder Cap foe 
No. 6 Distributing Valve. 



NO. 6 ''E. T." EQUIPMENT. 



41 



3AnVA Ai3dVS 




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42 



TEE AIB BEAEE. 



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Fig. 16. Emergency Position of No. 6 Distributing Valve 
With Quick-Action Cap. 



NO. 6 *'E. T/' EQUIPMENT. 



48 



m 
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SAFETY VALVE. 



44 TEE AIB BRAKE. 

always connected to the atmosphere by two small holes through 
the body, 2; the air from the valve chamber enters more rapidly 
than it can escape through these holes, causing pressure to 
accumulate above the valve and assist the spring to close it with 
the ' ' pop ' ' action before mentioned. 

The safety valve is adjusted by removing cap nut 3, and 
screwing up or down on adjusting nut 7. After the proper 
adjustment is made, cap nut 3 must be replaced and securely 
tightened, and the valve operated a few times. Particular atten 
tion must be given to see that the holes in the valve body are 
always open, and that they are not changed in size, especially the 
two upper holes. 

This safety valve should he adjusted for 68 'pounds. The 
safety valve, as are all adjustable devices, is more easily and 
accurately adjusted when done on a shop testing rack. 



THE H-6 AUTOMATIC BEAKE VALVE. 

This Brake Valve, although modelled to a considerable extent 
upon the principles of previous valves, is necessarily different in 
detail, since it not only performs all the functions of such types 
but also those absolutely necessary to obtain all the desirable 
operating features of the No. 6 Distributing Valve. 

,rig. 18 is taken from a photograph of this brake valve, while 
Fig. 19 shows two views, the upper one being a plain view with 
section through the rotary-valve chamber, the rotary valve being 
removed; the lower one a vertical section. In these views the 
pipe connections are indicated. 

Fig. 20 shows two views of this valve similar to those of Fig. 
19, with the addition of a plan or top view of the rotary valve. 
The six positions of the brake-valve handle are, beginning at the 
extreme left, Eelease, Eunning, Holding, Lap, Service, and Emer- 
gency. The names of the parts are as follows : 2, Bottom Case ; 
3, Eotary- Valve Seat; 4, Top Case; 5, Pipe Bracket; 6, Eotary 
Valve; 7, Eotary- Valve Key; 8, Key Washer; 9, Handle; 10, 
Handle-Latch Spring; 11, Handle Latch; 12, Handle-Latch Screw; 
13, Handle Nut; 14, Handle Lock Nut; 15, Equalizing Piston; 16, 
Equalizing-Piston Packing Eing; 17, Valve-Seat Upper Gasket; 
18, Valve-Seat Lower Gasket; 19, Pipe-Bracket Gasket; 20, Small 
Union Nut; 21, Brake-Valve Tee; 22, Small Union Swivel; 23, 
Large Union Nut; 24, Large Union Swivel; 25, Bracket Stud; 
26, Bracket-Stud Nut; 27, Bolt and Nut; 28, Cap Screw; 29, Oil 
Plug; 30, Eotary- Valve Spring; 31, Service-Exhaust Fitting. 

Eeferring to the rotary valve, a, j and s are ports extending 
directly through it, the latter connecting with a groove in the 
face; f and Z? are cavities in the valve face; o is the exhaust cav- 
ity; it; is a port in the face of the valve connecting by a corc.d 
passage with o; /^ is a port extending from the face over cavity Jc 



NO. 6 "E. T." EQUIPMENT. ^ 




Fig. 17. E-6 Safety Valve. 



46 



TRE Am BEAKE. 




I' 



Pig. 18, H-6 Automatic Brake Valve. 



NO. 6 "E. T." EQUIPMENT. 47 

and connecting with exhaust cavity o; n is a groove in the face 
having a small port which connects through a cavity in the valve 
with cavity k. Eeferring to the ports in the rotary-valve seat, d 
leads to the feed-valve pipe; b and c lead to the brake pipe; g 
leads to chamber D; ex is the exhaust opening leading out at the 
back of the valve; e is the preliminary exhaust port leading to 
chamber D ; r is the warning port leading to the exhaust ; p is the 
port leading to the pump governor; I leads to the distributing- 
valve release pipe; u leads to the application-cylinder pipe. 

In describing the operation of the brake valve, it will be more 
readily understood if the positions are taken up in the order in 
which they are most generally used, rather than their regular order 
as mentioned previously. 

Charging and Release Position. The purpose of this position 
is to provide a large and direct passage from the main reservoir 
to the brake pipe, to permit a rapid flow of air into the latter to 
(a) charge the train brake system; (b) quickly release and 
recharge the brakes; but (c) not release locomotive brakes, if 
they are applied. 

Air at main-reservoir pressure flows through port a in the 
rotary valve and port & in the valve seat to the brake pipe. At 
the same time, port j in the rotary valve registers with equalizing 
port g in the valve seat, permitting main-reservoir pressure to 
enter chamber D above the equalizing piston. 

If the handle were allowed to remain in this position, the 
brake system would be charged to main-reservoir pressure. To 
avoid this, the handle must be moved to Eunning or Holding posi- 
tion. To prevent the engineer from forgetting this, a small port 
discharges feed-valve pipe air to the atmosphere in release posi- 
tion. Cavity / in the rotary valve connects port d with warning 
port r in the seat and allows a small quantity of air to escape 
into the exhaust cavity ex, which makes sufficient noise to attract 
the engineer's attention to the position in which the valve handle 
is standing. The small groove in the face of the rotary valve 
which connects with port s, extends to port p in the valve seat, 
allowing main-reservoir pressure to flow to the excess-pressure 
head of the pump governor. 

Bunning Position. This is the proper position of the handle 
(a) when the brakes are charged and ready for use; (b) when 
the brakes are not being operated, and (c) to release the locomotive 
brakes. In this position, cavity / in the rotary valve connects 
ports h and d in the valve seat, affording a large direct passage 
from the feed-valve pipe to the brake pipe, so that the latter will 
charge up as rapidly as the feed valve can supply the air, but can- 
not attain a pressure above that for which the feed valve is 
adjusted. Cavity Tc in the rotary valve connects ports c and g in 
the valve seat, so that chamber D and the equalizing reservoir 
charge uniformly with the brake pipe, keeping the pressure on the 
two sides of the equalizing piston equal. Port s in the rotary valve 



18 



TEE AIE BEAEE, 




Connections : 
FV — Feed Valve 
Pipe ; MR — Main 
Reservoir Pipe; 
GO — To Governor ; 
III — Distributing- 
Valve Release Pipe ; 
EX — Emergency Ex- 
h a u s t ; II — Appli- 
cation c y 1 i n de r 
Pipe ; BP — P>rake 
Pipe ; GA-— No. 1 
Duplex Air Gauge ; 
E R — Equalizing 
Reservoir ; BP Ex. 
— Service Exhaust. 



Fig. 19. H-6 Automatic Brake Valve. 



NO. 6 "E. T.'' EQUIPMENx. 




Fig. 20. The H-6 Automatic Brake Valve. 



50 TBE AIB BRAKE. 

registers with port xj in the valve seat, permitting main-reservoir 
pressure, which is present at all times above the rotary valve, to 
pass to the excess-pressure head of the pump governor. Port h 
in the rotary valve registers with port I in the seat, connecting the 
distributing-valve-release pipe through the exhaust cavity ex with 
the atmosphere. 

If the brake valve is in running position when uncharged ears 
are cut in, or if, after a heavy brake application and release, the 
handle of the automatic brake valve is returned to running posi- 
tion too soon, the governor will stop the pump until the difference 
between the hands on gauge No. 1 is less than 20 pounds. The 
pump stopping from this cause, calls the engineer's attention to 
the seriously wrong operation on his part, as running position 
results in delay in charging, and is liable to cause some brakes to 
stick. Eelease position should be used until all brakes are released 
and nearly charged. 

Service Position. This position gives a. gradual reduction of 
brake-pipe pressure to cause a service application. Port h in the 
rotary valve registers with port e in the valve seat, allowing air 
from Chamber D and the equalizing reservoir to escape to the 
atmosphere through cavities o in the rotary valve and ex in the 
valve seat. Port e is restricted so as to make the pressure in the 
equalizing reservoir and chamber D fall gradually. 

As all other ports are closed, the fall of pressure in chamber D 
allows the brake-pipe pressure under the equalizing piston to raise 
it, and unseat its valve, allowing brake-pipe air to flow to the 
atmosphere gradually through the opening marked BP Ex. When 
the pressure in chamber D is reduced the desired amount, the 
handle is moved to lap position, thus stopping any further reduc- 
tion in that chamber. Air will continue to discharge from the 
brake-pipe until its pressure has fallen to an amount a trifle less 
than that retained in chamber D, permitting the pressure in this 
chamber to force the piston downward gradually and stop the dis- 
charge of brake-pipe air. It will be seen, therefore, that the 
amount of reduction in the equalizing reservoir determines that 
in the brake pipe, regardless of the length of the train. 

The gradual reduction of brake-pipe pressure is to prevent quick 
action, and the gradual stopping of this discharge is to prevent 
the premature release of head brakes. 

Lap Position. This position is used (a), while holding the 
brakes applied after a service application until it is desired either 
to make a further brake- pipe reduction, or to release them; and 
(b) to prevent loss of main-reservoir pressure in the event of a 
burst hose, a break-in-two, or the opening of the conductor's valve. 
All ports are closed. 

Release Position. This position, which is used for releasing 
the train brakes after an application, without releasing the 
locomotive brakes, is described under Charging and Release. The 
air flowing from the main-reservoir-pipe connection through 



NO. 6 "E. T.'' EQUIPMENT, 



51 




'^% 



Fig. 21. H-6 Automatic Brake Valve Eekcoved From Its Pipe 
Bracket. 



52 TEE AIB BRAKE. 

port a in the rotary valve and port b in the valve seat to 
the brake pipe, raises the pressure in the latter, thereby 
causing the triple valves and equalizing portion of the dis- 
tributing valve to go to release position, which releases the train 
brakes and recharges the auxiliary reservoirs and the pressure 
",hamber in the distributing valve. When the brake-pipe pressure 
has been increased sufficiently to cause this, the handle of the 
brake valve should be moved to either Running or Holding posi- 
tion; the former when it is desired to release locomotive brakes, 
and the latter when they are to be still held applied. 

Holding Position. This position is so named because the 
locomotive brakes are held applied while the train brakes recharge 
to feed-valve pressure. All ports register as in running positi6n, 
except port Z, which is closed. 

Therefore, the only difference between Running and Holding 
Positions is that in the former the locomotive brakes are released, 
while in the latter they are held applied. 

Emergency Position. This position is used when the most 
prompt and heavy application of the brakes is required. Port x 
in the rotary valve registers with port c in the valve seat, making 
a large and direct communication between the brake pipe and 
atmosphere through cavity o in the rotary valve and ex in the 
valve seat. This direct passage makes a sudden and heavy dis- 
charge of brake-pipe pressure, causing the triple valves and dis- 
tributing valve to go to the emergency position and give maximum 
braking power in the shortest possible time. 

In this position main-reservoir air flows to the application cyl- 
inder through port j, which registers with a groove in the seat 
connecting with cavity Ic; thence through ports n in the valve and 
u in the seat to the application-cylinder pipe, thereby maintaining 
application-cylinder pressure as already described and shown in 
Fig. 10. 

The oil plug 29 is placed in the top ease 4, at a point to fix the 
level of an oil bath in which the rotary valve operates. The posi- 
tion of this oil hole is such that it is impossible to pour oil into 
the valves in excess of the amount required. This arrangement 
furnishes thorough lubrication. Valve oil should be used. 
Leather washer 8 prevents air in the rotary-valve chamber from 
leaking past the rotary-valve key to the atmosphere. Spring 30 
keeps the rotary valve key firmly pressed against washer 8 when 
no main-reservoir pressure is present. The handle 9 contains 
latch 11, which fits into notches in the quadrant of the top case, 
so located as to indicate the different positions of the brake-valve 
handle. Handle-latch spring 10 forces the latch against the quad 
rant with sufficient pressure to indicate each position. 

To remove the brake valve, close the cocks, as previously ex- 
plained, and take off nuts 27. (See Fig. 2L) To take the valve 
proper apart, remove cap screws 28. 

The brake valve should be located so that the engineer can 



NO. 6 ''E. T." EQUIPMENT. 



5S 




Fig. 22. Valve, Complete. 




Fig. 23. EEMOVi^D From Pipe BfvACKet. 
8-6 INDEPENDENT BEAKE VALVE. 



54 



TKE Am BEAKE. 




Fig. 24. The S-6 Independent Brake Valve. 
Connections: EV— Eeducing Valve Pipe; EX — Exhaust; IV — 
Distributing- Valve Eelease Pipe to the Distributing Valve; 
III — Distributing-Valve Eelease Pipe to the Automatic Brake 
Valve; II — Application-Clyinder Pipe. 



NO. 6 ''E. T." EQUIPMENT. 55 

operate it conveniently from his usual position, while looking 
forward or back out of the side cab window. 

THE S-6 INDEPENDENT BKAKE VALVE. 

Fig. 22 and 23 illustrate this valve, which is of the rotary- 
type. Fig. 24 shows a vertical section through the center of the 
valve, and a horizontal section through the valve body, with 
the rotary valve removed, showing the rotary valve seat. Fig. 
25 shows this valve similarly to Fig. 24, with the addition of a 
top view of the rotary valve. In these views the pipe connections 
and positions of the handle are indicated. Eeferring to Fig. 25, 
the names of parts are as follows: 

2, Pipe Bracket; 3, Eotary-Valve Seat; 4, Valve Body; 5, 
Eeturn-Spring Casing; 6, Eeturn Spring; 7, Cover; 8, Casing 
Screw; 9, Eotary Valve; 10, Eotary-Valve Key; 11, Eotary-Valve 
Spring; 12, Key A¥asher; 13, Upper Clutch; 14, Handle Nut; 15, 
Handle; 16, Latch Spring; 17, Latch Screw; 18, Latch; 19, 
Cover Screw; 20, Oil Plug; 21, Bolt and Nut; 22, Bracket Stud; 
23, Bracket-Stud Nut; 24, Upper Gasket; 25, Lower Gasket; 26. 
Lower Clutch; 27, Eeturn-Spring Stop; 28, Cap Screw. 

Port & in the seat leads to the Eeclucing-Valve pipe. Port a 
leads to that portion of the Distributing-Valve Eelease Pipe 
w^hich connects to the distributing valve at IV (Fig. 7). Port c 
leads to the other portion of the release pipe which connects to 
the automatic-brake valve at III (Fig. 19). Port d leads to 
the application-cylinder pipe which connects to the distributing 
valve at II (Fig. 7). Port h, in the center, is the exhaust port 
leading directly down to the atmosphere. Port k is the warning 
port, connecting with the atm.osphere. Exhaust cavity g in the 
rotary valve is always in communication at one end with exhaust 
port h. Groove e in the face of the valve communicates at one 
end with a port through the valve. This groove is always in 
communication with a groove in the seat connecting with supply 
port h, and through the opening just mentioned air is admitted to 
the chamber above the rotary valve, thus keeping it to its seat. 
Port m connects by a small hole with groove e; f is a groove in 
the face of the rotary valve; I consists of ports in top and face 
of valve connected by a passage. 

Bunning Fosition. This is the position that the independent 
brake valve should be carried in at all times when the independent 
brake is not in use. Groove f in the rotary valve connects ports 
a and c in the valve seat, thus establishing communication be- 
tween the application cylinder of the distributing valve and port 
I of the automatic brake valve (Fig. 19), so that the distributing 
valve can be released by the latter. It will also be noted that if 
the automatic brake valve is in running position, and the inde- 
pendent brakes are being operated, they can be released by sim- 
ply returning the independent valve to running position, as the 



56 



23 t[Hp\PE TA^ 



THE AIE BEAKE, 

B V ^/fpiPE TAP 



1IHp\pe tap 



oJ0^r">'- 




Fig. 25. The 8-6 Independent Brake Valve. 



NO. 6 ''E. T." EQUIPMENT. 57 

application-cylinder pressure can then escape through the release 
pipe and automatic brake valve. 

Slow-Application Position. To apply the independent brake 
lightly or gradually, move the brake-valve handle to the slow- 
application position; port m registers v^^ith port d, allowing air 
to flow from the reducing-valve pipe through port and groove & 
in the seat, groove e in the rotary valve, and the comparatively 
small port m to port d • thence through the application-cylinder 
pipe to the application cylinder of the distributing valve. 

Quick- Application Position. To obtain a quick application 
of the independent brake, move the brake-valve handle to quick- 
application position; groove e then connects ports & and d 
directly, making a larger opening between them than in the slow- 
application position, allowing supply air to flow rapidly from 
the reducing-valve pipe to the application cylinder of the dis- 
tributing valve. 

Since the supply pressure to this valve is fixed by the regula- 
tion of the reducing valve to 45 pounds, this is the maximum cyl- 
inder pressure that can be obtained. 

Lap Position. This position is used to hold the independent 
brake applied after the desired cylinder pressure is obtained, at 
which time all communication between operating ports is closed. 

Release Position. This position is used to release the pressure 
from the application cylinder when the automatic brake valve is 
not in running position. At such time the offset in cavity g reg- 
isters with port d, allowing pressure in the application cylinder to 
flow through the application-cylinder pipe, ports d, g and h to 
the atmosphere. 

The purpose of return spring 9 is to automatically move the 
handle 15 from the release to the running position, or from the 
quick-application to the slow-application position, as soon as the 
engineer lets go of it. The automatic return from release to run- 
ning position is to prevent leaving the handle in the former, and 
thereby make it impossible to operate the locomotive brake with 
the automatic brake valve. The action of the spring between 
quick-application and slow-application positions serves to ac- 
centuate the latter, so that in rapid operation of the valve, the 
engineer is less likely to unintentionally pass over it to the quick- 
application position, thereby obtaining a heavy application of the 
locomotive brake when only a light one was desired. As a warn- 
ing to the engineer in case of a broken return spring, port I in 
the face of the rotary registers in release position with port Tc in 
the seat, allowing air to escape to the atmosphere. 



The purpose of the oil plug 20 is the same as that described 
in the automatic brake valve. 

The location of this valve should be governed by the same con- 
siderations as those mentioned concerning the automatic brake 
valve. 



58 



THE AIB BEAKE. 



k I I 



«Q\a 



:.=iJ 




NO. 6 "E. T." EQUIPMENT. 59 

Fig. 26 gives a top view of both brake valves, showing the 
position of their handles. 

THE B-6 FEED VALVE. 

The B-6 feed valve (Figs. 27 and 28), furnished with the No. 
6 equipment, is an improved form of the slide-valve type. It 
differs from previous ones in charging to the regulated pressure 
somewhat quicker, and in maintaining thcr pressure more ac- 
curately under the variable conditions of short and long trains, 
and of good and poor maintenance. Also, it gives high and low 
brake-pipe pressure control. It is supplied with air directly from 
the main reservoir. It regulates the pressure in the feed-valve 
pipe, and also the brake pipe in running and holding positions of 
the automatic brake valve as the latter then connects these two 
pipes. It is connected to a pipe bracket located in the piping 
between the main reservoir and the automatic brake valve, and 
is interchangeable with previous types. 

Figs. 29 and 30 are diagrammatic views of the valve and pipe 
bracket having the ports and operating parts in one plane to 
facilitate description. The names of the parts shown in the dia- 
gram are as follows: 2, Valve Body; 3, Pipe Bracket; 5, Cap 
Nut; 6, Piston Spring; 7, Piston Spring Tip; 8, Supply-Valve 
Piston; 9, Supply Valve; 10, Supply- Valve Spring; 11, Kegu- 
lating-Valve Cap; 12, Kegulating Valve; 13, Kegulating-Valve 
Spring; 14, Diaphragm; 15, Diaphragm Ring; 16, Diaphragm 
Spindle; 17, Regulating Spring; 18, Spring Box; 19, Upper 
Stop ; 20, Lower Stop ; 21, Stop Screw ; 22, Adjusting Handle. 

This feed valve consists of two sets of parts, the supply and 
regulating. The supply parts, which control the flow of air 
through the valve, consist of the supply valve 9 and its spring 
10; the supply -valve piston 8 and its spring 6. The regulating 
parts consist of the regulating valve 12, regulating-valve spring 
13, diaphragm 14, diaphragm spindle 16, regulating spring 17, 
and regulating handle 22. 

Main-reservoir air enters through port a, a to the supply-valve 
chamber B, forces supply-valve piston 8 to the left, compresses 
piston spring 6 and causes the port in supply valve 9 to registei 
with port c (See Fig. 30). This permits air to pass through ports 
c and d to the feed-valve pipe at FVP, and through port e to 
diaphragm chamber L. 

Regulating valve 12 is then open and connects chamber G, on 
the left of piston 8, to the feed-valve pipe through passage h, 
port 1c, chamber L, and passage e, d, d. Air feeding by the piston 
cannot accumulate above feed-valve pipe pressure. When regu- 
• lating valve 12 is closed, the pressure on the left of piston 8 
quickly rises, to the main-reservoir pressure on the right, and 
piston spring 6 forces piston 8 and supply valve 9 to the right, 
closes port c, and stops the flow to the feed-valve pipe. 



60 




Pig. 27. Valve and Pipe Bracket Complete. 




Fig. 28. Valve Eemoved From Pipe Bracket. 
THE B-6 FEED VALVE. 



NO. 6 "E. T.'' EQUIPMENT. 61 

The regulating valve is ojDerated by diaphragm 14. When the 
pressure of regulating spring 17 on its right is greater than the 
feed-valve pipe pressure in chamber L on its left, it opens regu- 
lating valve 12. This causes the supply valve to admit air to the 
feed-valve pipe. When the feed-valve pipe pressure in chamber 
L is greater than that of the regulating spring 17, the diaphragm 
allows regulating valve 12 to close. This causes the supply valve 
to stop admitting air to the feed-valve pipe. 

As already explained under H-6 Autoniatic Brake Valve, in 
release position of the latter, the warning port is supplied from 
the feed- valve pipe. (See Fig. 20.) This insures that the excess- 
pressure governor head will regulate the brake-pipe pressure in 
release position even though the feed valve is leaking slightly, but 
not enough to be otherwise detrimental. 

The distinguishing feature of this type of feed valve is the 
duplex adjusting arrangement by which it eliminates the necessity 
of the two feed valves in high and low pressure service. The 
spring box, 18, has two rings encircling it, which are split 
through the lugs marked 19 and 20 in the diagram, and wdiich 
may be secured in any position by the screw 21. The pin form- 
ing part of adjusting handle 22, limits the movement of the 
handle to the distance between stops 19 and 20. When testing 
the valve, stop 19 is located so that the compression of spring 17 
will give the desired high brake-pipe pressure, and stop 17 so that 
the spring compression is enough less to give the low brake-pipe 
pressure. Thereafter, by simply turning handle 22 until its pin 
strikes either one of these stops, the regulation of the feed valve 
is changed from one brake-pipe j)ressure to the other. 

To adjust this valve, slacken screws 21, wdiich allow^s stops 19 
and 20 to turn around spring box 18. Adjusting handle 22 
should be turned until the valve closes at the lower brake-pipe 
pressure desired, when stop 20 should be brought in contact with 
the handle pin, at which point it should be securely fastened by 
tightening screw 21. Adjusting handle 22 should then be turned 
until the higher adjustment is obtained, when stop 19 is brought 
in contact with the handle pin and securely fastened. We rec- 
ommend that the stops be placed to give 110 pounds high, and 70 
pounds low, brake-pipe pressure. 

When replacing this feed valve on its pipe bracket after re- 
moval, the gasket, shown in Fig. 28, must always be in place be- 
tween the valve and bracket, to insure a tight joint. 

THE C-6 EEDUCINO YALVE. 

This valve, illustrated in Fig. 31^ is the well known feed 
valve that has been used for many years in connection with the 
G-6 brake valve, but in this equipment is attached to a pipe 
bracket. The only difference between it and the B-6 feed valve 
just described is in the adjustment, it being designed to reduce 



62 THE AIB BBAKE. 

main-reservoir pressure to a single fixed pressure, which in this 
equipment is, as already stated, 45 pounds. To adjust this valve, 
remove the cap nut on the end of the spring box; this will expose 
the adjusting nut, by which the adjustment is made. It is called 
a ' ' Eeducing Valve ' ' when used with the independent brake and 
air-signal systems, simply to distinguish it from the feed valve 
supplying the automatic brake valve. 

THE SF TYPE OF PUMP GOVEKNOE. 

The duty of the SF Pump Governor is to sufficiently restrict 
the speed of the pump, when the desired mam-reservoir pressure 
is obtained, so as to prevent this pressure from rising any higher. 
During most of the time on a trip, the automatic brake valve is 
in running position, keeping the brakes charged. But little excess 
pressure is then needed, and the governor regulates the main- 
reservoir pressure to about 20 pounds only above the brake-pipe 
pressure, thus making the work of the pump easier. On the other 
hand, when the brakes are applied (lap position of the automatic 
brake valve, following the use of its service position) a high 
main-reservoir pressure is needed to insure their prompt release 
and recharge. Therefore, as soon as the use of lap, service or 
emergency positions is commenced, the governor allows the pump 
to work freely until the maximum main-reservoir pressure is ob- 
tained. Again, when the brake-pipe pressure is changed from one 
amount to another by the feed valve, as where a locomotive is 
used alternately in high-speed-brake and ordinary service, the gov- 
ernor automatically changes the main-reservoir pressure to suit, 
and at the same time maintains the other features just described. 

Another important feature is that, before commencing and 
during the descent of steep grades, this governor enables the engi- 
neer to raise and maintain the brake-pipe pressure about 20 
pounds above the feed-valve regulation merely by the use of re- 
lease position of the automatic brake valve, the position which 
should be used during such braking. 

The following will explain the construction and operation of 
the SF Governor. 

Fig. 32 shows a sectional view of this governor with steam 
valve 5 open. By reference to the piping diagram in Fig. 1-B, 
connection B leads to the boiler; P to the air-pump; ME to the 
main reservoir ; ABV to the automatic brake valve ; FVP to the 
feed-valve pipe; W is the waste-pipe connection. Steam enters at 
B and passes by steam valve 5 to the connection P and to the 
pump. The governor regulating head on the left is called the 
' * exctss-pressure head, ' ' and the one on the right the ' ' maximum- 
pressure head. ' ' Air from the main reservoirs flows through the 
automatic brake valve (when the latter is in release, running or 
holding position) to the connection marked ABV into chamber d 



NO. 6 ''E. T." EQUIPMENT, 63 




Fig. 29. Diagram of B-6 Feed Valve, Closed. 
Connections: MR — Main-Eeservoir Pipe; FVP — Feed-Valve Pipe. 



64 



TEE AIB BRAKE. 




Fig. 30. Diagram or B-6 Eeed Valve, Open. 
Connections: See Fig. 29. 



NO. 6 "E. T." EQUIPMENT. 65 

below diaphragm 28. Air from the feed-valve pipe enters at the 
connection FVP to chamber f above diaphragm 2S, adding to the 
pressure of regulating spring 27 in holding it down. As this 
spring is adjusted to about 20 pounds, this diaphragm will be 
held down until the main-reservoir pressure in chamber d slightly 
exceeds the combined air and spring pressure in chamber /. At 
such time, diaphragm 28 will rise, unseat its pin valve, and allow 
air to flow to chamber h above the governor piston, forcing the 
latter downward, compressing its spring and restricting the flow 
of steam past steam valve 5 to the point where the pump will just 
supply the leakage in the brake system. When main-reservoir 
pressure in chamber d becomes reduced, the combined spring and 
air pressure above the diaphragm forces it down, seating its pin 
valve. As chamber 6 is always open to the atmosphere through 
the small vent port c, the pressure in chamber & above the gov- 
ernor piston will then escape to the atmosphere and allow the 
piston spring, and steam pressure below valve 5, to raise it and 
the governor piston to the position shown. Since the connection 
from the main reservoir to chamber d is open only when the 
handle of the automatic brake valve is in release, running or hold- 
ing positions, in the other positions this governor head is cut out. 
The connection marked MR in the maximum-pressure head should 
be connected to the main reservoir cut-out cock, or to the pipe 
connecting the two main reservoirs, so as to be always in com- 
munication with the main reservoir, so that when the excess-pres- 
sure head is cut out by the brake valve, or by the main-reservoir 
tmt-out cock, this head will control the pump. When main-reser- 
voir pressure in chamber a exceeds the adjustment of spring 19 
in the maximum-pressure head, diaphragm 20 will raise its pin 
valve and allow air to flow in to chamber & above the governor 
piston, controlling the pump as above described. The adjustment 
of spring 19 thus forms the maximum limit of main-reservoir 
pressure, as for example when the train brakes are applied. 

As each governor head has a vent port c, from which a small 
•amount of air escapes whenever pressure is present in port ft, 
to avoid an unnecessary waste of air, one of these should be 
plugged. 

To adjust the excess-pressure head of this governor, remove 
cap nut 25 and turn adjusting nut 26 until the compression of 
spring 27 gives the desired difference between main reservoir and 
brake-pipe pressures, the handle of the automatic brake valve 
being in running position. To adjust the maximum-pressure head 
remove cap nut 17 and turn adjusting nut 18 until the compres- 
sion of spring 19 causes the pump to stop at the maximum main- 
reservoir pressure required, the handle of the automatic brake 
valve now being on lap. It is recommended that spring 27 be ad- 
justed for 20 pounds excess pressure, and spring 19 for a pressure 
ranging from 120 to 140 pounds, depending on the service. 



TEE AIB BBAEE. 




Fm. 31. THii C-6 Eeducing Valve. 



NO. 6 "E. T." EQUIPMENT. 67 

THE *' DEAD-ENGINE" FEATUEE. 

The "Dead Engine" feature shown in Fig. 1-A, and 1-B 
shown at Z, is for the operation of the locomotive brakes when 
the pump on a locomotive in a train is inoperative through being 
broken down, or by reason of no steam. Fig. 33 shows the com- 
bined strainer, check valve, and choke fitting. As these parts are 
not required at other times, a cut-out cock is provided. This cock 
should be kept closed except under the conditions just mentioned. 
The air for operating the brakes on such a locomotive must then 
be supplied through the brake pipe from the locomotive operating 
the train brakes. 

With the cut-out cock open, air from the brake pipe enters 
at BP, Fig. 33, passes through the curled hair strainer, lifts check 
valve 4, held to its seat by a strong spring, passes through the 
choke bushing, and out at MR to the main-reservoir, thus provid- 
ing pressure for operating the brakes on this locomotive. The 
double-heading cock should be closed, and the handle of each 
brake valve should be in running position. Where absence of 
water in the boiler, or other reason, justifies keeping the maximum 
braking power of such a locomotive lower than the standard, this 
can be accomplished by reducing the adjustment of the safety 
valve on the distributing valve. It can also be reduced at will by 
the independent brake valve. 

The strainer protects the check valve and choke from dirt. 
Spring 2 over the check valve insures this valve seating and, while 
assuring an ample pressure to operate the locomotive iDrakes, 
keeps the main-reservoir pressure somewhat lower than the brake- 
pipe pressure, thereby reducing any leakage from the former. The 
choke prevents a sudden drop in brake-pipe pressure and the appli- 
cation of the train brakes, as would otherwise occur with an un- 
charged main reservoir cut in to a charged brake pipe. In this, it 
operates similarly to the feed groove in a triple valve. 

MANIPULATION AND TEAIN HANDLING. 

The following instructions are general, and must necessarily t)e 
supplemented to a limited extent to fully meet the varying local 
conditions on different railways. 

The instructions for manipulating the ET equipment are prac- 
tically the same as those given for the combined automatic and 
straight air brake; therefore, no radical departure from present 
methods of brake manipulation is required to get the desired 
results. 

The necessary instructions are briefly as follows: 

When not in use, carry the handles of hoth 'brake valves in run- 
ning position. 

To apply the iraJces in service, move the handle of the auto- 
matic brake valve to the service position, making the required 



68 THE AIR BRAKE. 

brake-pipe reduction, then back to lap position which is the one 
for holding brakes applied. 

To release the train brakes, move the handle to the release pa- 
sition and hold it there until all triple valves are in release posi- 
tion; if locomotive brakes are to be released at once, use runvAng 
position; but if they are to be held for a time, move to holding 
position, and then graduate them off by short, successive move- 
ments between running and holding positions. With all freight 
trains and especially long ones, both release and holding positions 
must, of course, be used very much longer than with short trains, 
particularly passenger. 

To apply the hrahes in emergency, move the handle of the 
automatic brake valve quickly to emergency position and leave it 
there until the train stops or the danger is past. 

To make a smooth and accurate two-application passenger stop, 
make the first application sufficiently heavy to bring the speed of 
train down to about 15 miles per hour at a convenient distance 
from the stopping point, then release train brakes by moving the 
handle to release position, then the locomotive brakes by moving 
it to running position for two or three seconds before re-applying. 
A little experience with the E. T. equipment Avill enable the engi- 
neer to make smooth and accurate stops with much greater ease 
than was heretofore possible. 

When using the independent hrahe only, the handle of the 
automatic brake valve should be carried in running position. The 
independent application may be released by moving the inde- 
pendent-brake-valve handle to running position. Independent re- 
lease position is for use only when the automatic-brake-valve 
handle is not in running position, as an example, when the engi- 
neer desires to release the engine brakes independent of the train 
brakes. 

While handling long trains of cars, in road or switching serv- 
ice, the independent brake should be operated with care, to pre- 
vent damage to cars and lading, caused by running the slack in or 
out too hard. In cases of emergency arising while the indepen- 
dent brake is applied, apply the automatic brake instantly. The 
safety valve will restrict the brake-cylinder pressure to the proper 
maximum. 

The brakes on the locomotive and on the train should be alter- 
nated in heavy grade service to prevent overheating of driving- 
wheel tires and to assist the pressure retaining valves in holding 
the train while the auxiliary reservoirs are being recharged. This 
is done by keeping the locomotive brakes released by use of the 
independent brake valve when train brakes are applied, and apply- 
ing locomotive brakes just before train brakes are released, and 
then releasing locomotive brakes after train brakes are reapplied. 

When all brakes are applied automatically, to graduate off or 
entirely release the locomotive hrakes only, use release position 
of the independent brake valve. 



NO. 6 "E. T." EQUIPMENT, 



ABV- 




-MR 



Fig. 32. The SF-4 Pump Governor. 



70 THE AIB BEAKE. 

The red hand of gauge No. 2 (Fig. 1) will show at all times 
the pressure in the locomotive brake cylinders, and this hand 
should be observed in brake manipulation. 

Release Position of the Independent Brake Valve will release 
the locvnwtive hraTces under any and all conditions. 

The train brakes should invariably be released before detach- 
ing the locomotive, holding with hand brakes where necessary. 
This is especially important on a grade, as there is otherwise no 
assurance that the car, cars or train so detached will not start 
when the air brakes leak off, as they may in a short time where 
there is considerable leakage. 

The automatic brakes should never be used to hold a standing 
locomotive or a train even where the locomotive is not detached, 
for longer than ten minutes, and not for such time if the grade is 
very steep or the condition of the brakes is not good. The safest 
method is to hold with hand brakes only and keep the auxiliary 
reservoirs fully charged, so as to guard against a start from 
brakes leaking off, and to be ready to obtain any part of full 
braking power immediately on starting. 

The independent brake is a very important safety feature ir) 
this connection, as it will hold a locomotive with a leaky throttle 
or quite a heavy train on a fairly steep grade if, as the automatic- 
brakes are released, the slack is prevented from running in or out, 
(depending on the tendency of the grade) and giving the locomo- 
tive a start. To illustrate — the best method to make a stop on a 
descending grade is to apply the independent brake heavily as the 
stop is being completed, thus bunching the train solidly; then, 
when stopped, place and leave the handle of the independent brake 
valve in application position; then release the automatic brake?, 
and keep them charged. Should the* independent brake be unable 
to prevent the train from starting, the automatic brakes will be- 
come sufficiently recharged to make an immediate stop; in such 
an event enough hand brakes should at once be applied as are 
necessary to assist the independent brake to hold the train. Many 
runaways and some serious wrecks have resulted through failure 
to comply with the foregoing instructions. 

When leaving the engine while doing work about it, or when 
it is standing at a coal chute or water plug, always leave the inde- 
pendent-brake-valve handle in application position. 

In case the automatic brakes are applied by a bursted hose, a 
break-in-two or the use of a conductor's valve, place the handle of 
the automatic brake valve in lap position. 

Where there are two or more locomotives in a train, the double- 
heading cocJc must Ite closed, and the handle of the automatic 
brake valve must be carried in running position on each except the 
one from which the brakes are being operated. 

Before leaving the round house, the engineer should try the 
brakes with both brake valves, and see that no serious leaks exist. 



NO. 6 "E. T," EQUIPMENT. 



TJr. 




72 THE Alii BRAKE. 

The pipes H and I (Fig. 1-B) between the distributing valve and 
the brake valves should be absolutely tight. 

QUESTIONS AND ANSWERS ON NO. 6 ET LOCOMOTIVE 
BRAKE EQUIPMENT.* 

Q. 1. What is the No. 6 ET Equipment? 

A. It is a brake equipment for engine and tender adapted to 
all kinds o2 engines and classes of service and combines the opera- 
tive features of the standard automatic, straight-air, high-speed, 
and double pressure control brake equipments, with many ad- 
ditional features. 

Q. 2. ■ Is the operation of the train brakes affected by the 
ET Equipment? 

A. No ; the operation of the train brakes is the same with this 
equipment as with former locomotive brake equipments. 

Q. 3. What is meant by the term train brakes? 

A. All brakes in the train except those upon the locomotive 
from which the brakes are being handled. 

Q. 4. WJiat is meant by the term locomotive brake? 

A. The brake upon the engine and tender. 

Q. 5. What new features of operation are obtainable with 
the ET Equipment? 

A. (a) Locomotivfe brake may be used with or independently 
of the train brakes, whether the train brakes are 
in use or not. 

(b) Uniform and proper cylinder pressure is obtained 

regardless of piston travel or leakage. 

(c) Cylinder pressure is automatically maintained re- 

gardless of brake cylinder leakage. 

(d) Locomotive brake can be graduated on or off with 

either the automatic or the independent brake 
valves. 

(e) Increased flexibility in service operations, with in- 

creased braking power in. emergency applications. 

(f) Brakes on second locomotive or helper can be released 

or applied without in any way interfering with 
any other brakes in the train. 

PARTS OF THE EQUIPMENT. 

Q. 6. Name the essential parts of the ET Equipment. 

A. 1, Air Compressor; 2, Main Reservoir; 3, Duplex Pump 
Governor ; 4, Feed Valve ; 5, Reducing Valve ; 6, Automatic Brake 
Valve with Equalizing Reservoir; 7, Independent Brake Valve; 8, 

*Formulatea by The Air Brake Association. 



.\(). 6 ''E. T." EQUIPMENT. 73 

Distributing Valve and Double Reservoir; 9, Two Duplex Air 
Gages ; 10, Combined Air Strainer and Check Valve ; 11, Choke 
Fitting ; 12, Locomotive Brake Cylinders ; also various cocks and 
fittings. (See Figs. 1-A and 1-B.) 

Q. 7. What special parts are sometimes used? 

A. (a) Quick-action Cylinder Cap for Distributing Valve. 

(b) Combined Air Strainer and Check Valve for Train 

Air Signal System. 

(c) Choke Fitting for Truck Brake. 

Q. S. What furnishes the compressed air for the brake sys- 
tem? 

A. The Air compressor. 

Q. 9. What operates the air compressor? 

A. Steam from the locomotive boiler. 

Q. 10. After leaving the compressor, where does the air go? 

A. Through the radiating pipes to the main reservoir. 

Q. 11. What is the purpose of the radiating pipe? 

A. To cool the air after leaving the compressor. 

Q. 12. What is the purpose of the main reservoirs? 

A, The main reservoirs provide a place for the storage of an 
abundant supply of compressed air for use in promptly releasing 
the brakes on the locomotive and train and for recharging the brake 
system. They also assist in cooling the compressed air and collect 
moisture, oil or other foreign matter, allowing only cleau, dry air 
to pass to the brake system. 

Q. 13. What controls the air pressure in the main reservoirs? 

A. The Duplex pump governor. 

Q. 14. How does the pump governor control the main reser- 
voir pressure? 

A. It automatically regulates the supply of steam to the com- 
pressor so as to maintain normal pressure in the main reservoirs. 

Q. 15. What connects the main reservoirs to the brake sj'S- 
tem? 

A. The main reservoir pipe. 

Q. 16. What provision is made for cutting off the main res- 
ervoirs from the rest of the brake system? 

A. A cock in the main reservoir pipe close to the main reser- 
voir, known as the "main reservoir cut-out cock." 

Q. 17. Where do the pipe branches lead to from the main 
reservoir pipe? 

A. (a) To the duplex pump governor. 

(b) To the main reservoir hand of the duplex air gage. 

(c) To the automatic brake valve. 



74 THE AIR BRAKE. 

(d) To the feed valve. 

(e) To the reducing valve. 

(f) To the distributing valve. 

(g) To the dead engine fixtures. 

(h) Other branches leading to various air-using devices 
on the locomotive, such as sanders, water-scoop, etc. 

Q. 18. Wihat is the purpose of the feed valve? 

A. To automatically maintain a predetermined pressure in 
the brake system, lower than that carried in the main reservoirs. 

Q. 19. To what does the feed valve pipe connect? 

A. To the automatic brake valve, and to the spring chamber 
of the excess pressure head of the duplex pump governor. 

Q. 20. What is the purpose of the reducing valve? 

A. It automatically reduces the air pressure from the main 
reservoirs to the proper pressure used with the independent brake 
and train air signal system. 

Q. 21. What is the purpose of the automatic brake valve? 

A. (a) To allow air to Jow from the brake system for charg- 
ing it. 

(b) To discharge air from the brake pipe to the atmos- 

phere to apply the brakes. 

(c) To prevent the flow of air to or from the brake pipe 

when holding the brakes applied. 

(d) To hold applied or release the locomotive brake as 

desired while releasing train brakes. 

(e) To allow air to flow to the brake system for the pur- 

pose of releasing the brakes and recharging the 
system. 

(f) To control the flow of air to the diaphragm chamber 

of the excess pressure head of the duplex pump 
governor. 

(g) To allow main reservoir to flow to the appli- 

cation cylinder of the distributing valve in emer- 
gency position. 

Q. 22. What is the purpose of the independent brake valve? 

A. To operate the brakes on the engine and tender independ- 
ent of the train brakes. 

Q. 23. State briefly the purpose of the distributing valve. 

A. (a) To automatically control the flow of air from the 
main reservoirs to the engine and tender brake 
cylinders when applying the brakes, 
(b) To automatically maintain the brake cylinder pressure 
against leakage, keeping it constant, when holding 
the brake applied. 



NO. 6 ''E. Tr EQUIPMENT. 75 

(c) To automatically control the flow of air from the 
engine and tender brake cylinders to the atmos- 
phere when releasing the brake. 
Q. 24. What is the purpose of the locomotive brake cylinders? 
A. The brake cylinder is that part of the air brake equip- 
ment in which the force contained in the compressed air is trans- 
formed into a mechanical force which is transmitted through a 
suitable combination of rods and levers to the brake shoes and 
applies them to the wheels. 

H-6 AUTOMATIC BRAKE VALVE. 

Q. 25. How many positions has the H-G Brake Valve? 

A. Six. 

Q. 26. Name the positions beginning at the left. 

A. Release, Running, Holding, Lap, S^ervive and Emergency 
(SCO Fig. 19). 

Q. 27. Name and describe the purpose of the pipe connec- 
tions to the ri-G Brake Valve. 

A. (a) Main Reservoir Pipe. To connect the main reservoirs 
to the chamber above the rotary valve and permit 
a free flow of liigh pressure air imto the brake 
pipe when the brake valve handle is in release 
position. 

(b) Feed Valve Pipe. To connect the feed valve to the 

underside of the rotary valve. When the brake 
valve handle is in running position this pipe is 
open to the brake pipe, thus permitting the feed 
valve to maintain a constant brake pipe pressure 
below that in the main reservoirs. 

(c) Equalizing Reservoir Pipe. This connects the cham- 

ber above the equalizing piston to the equalizing 
reservoir and the equalizing reservoir gage. 

(d) Brake Pipe. To connect the distributing valve on 

the locomotive and the triple valve on each car to 
the space underneath the equalizing discharge pis- 
ton and the underside of rotary valve. 

(e) Governor Pipe. This makes a connection from the 

rotary valve chamber (main reservoir pressure) to 
the underside of the diaphragm of the excess pres- 
sure governor head when the brake valve handle is 
in either release, running or holding positions. 

(f) Distributing Valve Release Pipe. This makes a con- 

nection from the application chamber of the dis- 
tributing valve (through the independent brake 
valve) to the underside of the automatic rotary 



76 THE AIR BRAKE. 

valve, forming a connection to the atmosphere when 
both brake valve handles are in running position, 
(g) Application cylinder Pipe. This connects the under- 
side of the automatic rotary valve directly to the 
application cylinder of the distributing valve. In 
emergency position of the brake valve handle this 
pipe is open to the chamber above the rotary valve 
(main reservoir pressure) through the blow-down 
timing port. 
Q. 28. When is release position used? 

A. When it is desired to quickly charge the brake system and 
to release brakes on long trains. 

, Q. 29. Explain the flow of air through the automatic brake 
Yalve when in release position. 

A. Air from the main reservoirs flows directly to the brake 
pipe, equalizing reservoir and pump governor. Air from the feed 
valve flows through the warning port to the atmosphere. 
Q. 30. When is running position used? 

A. When running along the road to maintain a predeter- 
mined brake pipe pressure lower than that carried in the main 
reservoirs, to release the engine and tender brakes and also to 
release the brakes on short trains. 

Q. 31. Explain the flow of air through the automatic brake 
valve when in running position. 

A. (a) Air from the feed valve flows to the brake pipe and 
to the equalizing reservoir. 

(b) Aiv from the main reservoirs flows directly to the 

diaphragm chamber of the excess pressure head of 
the duplex pump governor, 

(c) Air from the distributing valve release pipe flows to 

the atmosphere. 

Q. 32. When is holding position used? 

A. When it is desired to hold the engine and tender brakes 
applied by means of the automatic brake valve while releasing and 
recharging the train brakes. 

Q. 33. Explain the flow of air through the automatic brake 
valve when in holding position. 

A. The flow of air through the automatic brake valve when 
in holding position is the same as when in running position with 
one exception, namely : air from the distributing valve release pipe 
is prevented from flowing to the atmosphere. 

Q. 34. When ds lap position used? 

A. When holding all the brakes applied after an automatic 
application. The handle should never be carried in this position 
except while bringing the train to a stop. 



AO. 6* "y;. 7'." EQUIPMENT. 77 

Q. 35. Is there any flow o'i air to the brake system through 
the automatic brake valve when in lai) position V 

A. No. 

Q. 30. When is service position used? 

A. When it is desired to make an automatic application of 
the brakes. 

Q. 37. Explain fully the flow of air through the automatic 
brake valve when in service position. 

A. In the automatic brake valve is a piston and valve called 
the equalizing discharge piston and valve, No. 15, Fig. 19. The 
underside of this piston is directly connected to the brake pipe. 
The chamber D, above piston 15, is directly connected to the equal- 
izing reservoir ER and to a small port e in the rotary valve seat 
called the preliminary exhaust port. In service position the prelim- 
inary exhaust port is open to the atmosphere through port h and 
exhaust cavity o (see small view plan of Rotary A'alve at right, Fig. 
20) in the rotary valve, thus {allowing air from the equilizlhg reser- 
voir and the chamber D above the equalizing discharge piston to 
flow to the atmosphere. This reduces the pressure on the top of the 
piston below the brake pipe pressure on the underside, which 
raises the equalizing discharge piston 15 and permits brake pipe 
air to flow to the atmosphere through the service exhausit fitting 
B. P. Eae. The flow of air from the equalizing reservoir to the at- 
mosphere continues until the brake valve handle is returned to 
lap position. This closes the preliminary exhaust port e, and pre- 
vents further decrease of pressure in the equalizing reservoir and 
chamber D. Air will continue to discharge from brake pipe until 
its pressure has been reduced slightly lower than that remaining 
in chamber D. The higher pressure on the top of the piston then 
forces the valve to its seat and prevents further reduction of brake 
pipe pressure. 

Q. 38. What is the purpose of the service exhaust fitting? 

A. To fix the maximum permissible opening from the brake 
pipe to the atmosphere when making a service application. 

Q. 39. Is it important that all H-6 brake valves be provided 
with this fitting? 

A. Yes. 

Q. 40. When is emergency position used? 

A. When it is desired to make the shortest possible stop. In 
such case the handle should be moved to emergency position quickly 
and left there until the train stops. 

Q. 41. Should this position be used at any other time? 

A. Yes ; this position should be used in case of an emergency 
application of the brakes from an unknown, cause, such as the 



78 THE AIR BRAKE. 

opening of a conductor's valve, bursted hose, etc., in order to pre- 
vent loss of main reservoir pressure and to insure a full applica- 
tion of the brakes and the handle should be left there until signal 
to release is given. 

Q, 42. Why should emergency position be used as explained 
in the last answer instead of lap position? 

A. To insure the brakes remaining applied under all circum- 
stances. 

Q. 43. Explain the flovs^ of air through the automatic brake 
valve vs^hen in emergency position, 

A. A large and direct opening is made from the brake pipe 
to the atmosphere, through the rotary valve, causing a quick and 
heavy reduction of brake pipe pressure. At the same time ithe air 
in the equalizing reservoir escapes to the atmosphere through ports 
in the rotary valve. Connection is made from air at main reser- 
voir pressure above the rotary valve through a restricted port in 
the rotary valve to the application cylinder pipe leading to the ap- 
plication cylinder of the distributing valve. This port is known 
as the blow-down timing port, and assists in building up and reg- 
ulating application cylinder pressure during emergency application. 

S-6 INDEPENDENT BRAKE VALVE. 

Q. How many positions has the S-6 Brake Valve? 

A. Five. 

Q. 45. Name the positions beginning at the left. 

A. Release, Running Lap, Slotv- Application and Quick-Appli- 
cation (see Fig. 24). 

Q. 4G. Name and describe the purpose of the pipe connec- 
tions to the S-6 Brake Valve. 

A. (a) Reducing Valve Pipe. This is the only source of air 
supply to the valve and connects the reducing valve 
to the chamber above the rotary valve, and through 
ithe rotary valve when the independent brake valve 
handle is in either application position, to the 
application cylinder and chamber of the distribut- 
ing valve and also through the warning port to 
the atmosphere when the handle is in release posi- 
tion. 

(b) Distributing Valve Release Pipe to the distributing 

valve. Connects the application chamber of the 
distributing valve to the underside of the independ- 
ent brake valve. When the brake valve handle 
is in running position, this pipe is connected 
through ports in the seat and cavities in the rotary 
valve to the automatic brake valve. 

(c) Distributing Valve Release Pipe to the automatic 

'brake valve. This pipe oonneets the underside of 



NO. 6 ''E. r." EQUIPMENT. 79 

the i-otary valve of the independent brake valve 
to the undei-side of the rotary valve of the auto- 
matic brake valve. With both brake valve handles 
in running position, free passage is made from the 
application chamber of the distributing valve to 
the atmosphere through this pipe. 
(d) Application Cylinder Pipe. Connects the application 
cylinder to the underside of the rotary valve of the 
independent brake valve. When the handle is in 
either application position air from above the ro- 
tary valve flows through this pipe to the applica- 
cation cylinder and chamber of the distributing 
valve. When the handle is in release position this 
pipe is connected to the atmosphere through ports 
in the rotary valve and seat. 
Q. 47. When is release position used? 

A. Whenever it may be necessary to release the brake when 
the automatic brake valve handle is not in running position. 

Q. 48. Explain the flow of air through the independent brake 
valve when in release position. 

A. Air from the application cylinder of the distributing valve 
flows direct through the application cylinder pipe and independent 
brake valve to ithe atmosphere. At the same time air from above 
the rotary valve (reducing valve pressure) flows through the ro- 
tary valve and warning port to the atmosphere. 
Q. 49. When is running position used? 

A. When running along the road and to release the locomo- 
tive brake after an independent application, the automatic brake 
valve handle being in running position. 

Q. 50. Explain the flow of air through the independent brake 
valve w^hen in running position. (Automatic brake valve handle 
in running position.) 

A. Air from the application chamber of the distributing valve 
flows through the distiibuting valve release pipe and independent 
brake valve, then through the automatic brake valve to the atmos- 
phere. 

Q. 51. When is lap position used? 

A. When holding the engine and tender brake applied after an 
independent application. 

Q. 52. Is there any flow of air through the independent 
brake valve when in lap position? 
A. No. 

Q. 53. When is slow-application position used? 
A. When it is desired to apply the locomotive brakes lightly 
or gradually. 



80 THE Alii lih'AKlJ. 

Q. 54. Explain the flow of air through the independent 
brake valve when in. sloic-wpplication position. 

A. Air flows from the chamber above the rotary valve through 
the restricted service port and application cj^'linder pipe into the 
application cylinder and chamber of the distributing valve. 

Q. 55, When is quick-application position used? 

A. When it is desired to apply the locomotive brakes promptly. 

Q. 56. Explain the flow of air through the independent brake 
valve when in quick-application position. 

A. Air, flows from above the rotary valve through a full open 
service port in the rotary valve and the application cylinder pipe 
to the application cylinder and chamber of the distributing valve. 

Q. 57. What prevents the independent brake valve handle 
from remaining in release position or in quick-application position 
unless held there? 

A. A return spring. 

Q. 58. To what position does the return spring move the 
brake valve handle from relea\sc position? 

A. To rnniiii.g position. 

Q. 59. Why is this necessary? 

A. To prevent the possibility of the independent brake, 
valve handle being left in release position, which would cause the 
engine and tender brakes to release whenever an automatic ap- 
plication was made. 

Q. 60. To what position does the return spring move the 
brake valve handle from quick-application position? 

A. To slotv-ap plication position. 

Q. 61. Why is the spring used for this purpose? 

A. To act as a stop, guarding against a quick application 
vrhen only a slow application is intended, and to return the handle 
from quick to slow-application position. 

Q. 02. Why is this latter necessary? 

A. In order to limit the flow of air to the application cylinder 
when the independent brake is to be left applied. 

NO. 6 DISTRIBUTING VALVE WITH PLAIN 
CYLINDER CAP. 

Q. 63. What controls the brake cylinder pressure on the 
locomotive with No. 6 ET equipment? 

A. The distributing vaive. 

Q, 64. How does it do this? 

A. It permits air to flow from the main reservoirs to the 
brake cylinders when applying the brake, from the cylinders to 



2V0. 6 ''E. 7'." EQUIPMENT. 81 

the atmosphere when releasing the brake, and automatically main- 
tains the pressure against leakage, keeping it consitant, when hold- 
ing the brake applied, 

Q. 65. Is the amount of air flowing from the main reservoirs 
to the brake cylinders limited by the distributing valve? 

A. Yes ; the distributing valve acts as a reducing valve in 
supplying air from the main, reservoirs to the locomotive brake 
cylinders. 

Q. GG. Facing the distributing valve, name the two pipes 
on the right hand side of the reservoir and state to what each one 
connects (see Fig. 5). 

A. (a) The upper pipe on the right is the brake cylinder 
pipe. It connects the distributing vaive to all the 
brake cylinders on the engine and tender, 
(b) The lower pipe on the right is the brake pipe branch 
pipe. It connects the distributing valve to the brake 
pipe. 
Q. G7. iSame the three pipes on the left hand side of the res- 
ervoir and state to what each one connects (see Fig. 5). 

A. (a) The upper pipe on the left is the supply pipe. It con- 
nects the distributing valve to the main reservoir 
pipe. 

(b) The intermediate pipe is the application cylinder pipe. 

It connects the distributing valve to both the auto- 
matic and independent brake valves. 

(c) The lower pipe is the release pipe, which connects 

the distributing valve to the independent brake 
valve and through it to the automatic brake valve. 

Q. 68. How many chambers has the distributing valve res- 
ervoir? 

A. Two. 

Q. 69. Name them. 

A. Pressure chamber and application chamber (see Fig. 4). 

Q. 70. How many pistons has the distributing valve? 

A. Two. 

Q. 71. Name them. 

A. Application piston 10 and equalizing piston 2G. 

Q. 72. How^ many slide valves has the distributing valve? 

A. Four. 

Q. 73. Name them. 

A. Application valve 5, exhaust valve 16, equalizing valve 
31 and graduating valve 28. 

Q. 74. What valves are operated by the application piston? 

A. The application valve and exhaust valve. 

Q. 75. What valves are operated by the equalizing piston? 



82 THE AIR BRAKE. 

A. The equalizing valve and graduating valve. . 

Q. 76. With the brake released what pressures are present 
in the distributing valve? 

A. Main reservoir pressure, brake pipe pressure and aitmos- 
pheric pressure. 

Q. 77. In what portion of the distributing valve is main res- 
ervoir pressure? 

A. In chamber a, Fig. 7, above the application valve. 

Q. 78. In what portion of the distributing valve is brake 
pipe pressure? 

A, In the pressure chamber and in the chamber above the 
equalizing valve and graduating valve. 

Q. 79. In what portion of the distributing valve is atmos- 
Ijheric pressure? 

A. In chamber & above the exhaust valve 16 and on the right 
hand side of the application piston 10 ; in chamber g on the left 
hand side of the application piston (called the application cylinder) 
and in the application chamber and the ports and cavities con- 
necting to them. 

Q. 80. How is chamber a charged with air at main reser- 
voir pressure? 

A. Through the branch pipe leading from the main reservoir 
pipe to the connection marked MR on the distributing valve reser- 
voir. 

Q. 81. Describe the operation of the distributing valve parts 
when an independent application of the brake is made. 

A. Air is admitted to the application cylinder g and the ap- 
plication chamber from the reducing valve through the independ- 
ent brake valve and the intermediate pipe on the left (application 
chamber pipe). This pressure will force the application piston 
10 to the right, Fig. 12, lapping exhaust ports d and e with ex- 
haust valve 16, and compressing graduating spring 20 and open 
supply port 6 through the application valve 5 to the brake cylinder 
chamber h, which is connected to the right of the application pis- 
ton, obtaining a brake cylinder pressure slightly exceeding that 
in the application cylinder, when it and the graduating spring 20 
then moves the piston 10 and the application valve 5 back to lap 
position Fig. 13. The exhaust valve 16 will remain lapped, as 
there is suflicient clearance between the shoulders of the piston 
stem and the exhaust valve to permit the application valve to re- 
turn to lap without moving the exhaust valve. At the same time 
cavity s in the equalizing valve 31 registers with ports h and I 
in the seat, thus connecting the application cylinder port li to the 
safety valve. The equalizing piston and slide valve do not move 
during an independent application of the hraJce. 



NO. 6 "E. Tr EQUIPMENT. 83 

Q. 82. Describe the operation of the distributing valve parts 
when an independent release of the brake is made. 

A. By a proper movement of the independent brake handle 
air from the application cylinder g and the application chamber 
is allowed to flow to the atmosphere, which reduces Che pressure 
in chamber g below that in chamber &, causing the application 
piston 10 to move to the left, carrying with it application valve 
5 and exhaust valve 16 until iwrts d and e are open past and 
through exhaust valve 16, Fig. 7, permitting the air in the brake 
cylinders to flow through port c into chamber 6, thence through 
ports d and e to the exhaust and atmosphere. The equalizing pis- 
ion and its valves do not move during an independent release cf 
the irakes. 

Q. 83. How is the pressure chamber charged with air at 
brake pipe pressure? 

A. Through 'the branch pipe leading from the brake pipe to 
the connection marked BP on the distributing valve reservoir, Fig. 
5, leading into chamber p, Fig. 7, then through feed gixjove v 
around top of piston 26 into the chamber above the equalizing 
valve 31 and through port o to the pressure chamber until the 
pressure on both sides of 'the piston are equal. 

Q. 84. From where do the application cylinder and chamber 
receive their air? 

A. From the redueing valve through the independent brako 
valve during independent applications and from the pressure cham-. 
her during automatic service applications. 

Q. 85. Describe the operation of the distributing valve parts 
when an automatic service application of the brake is made. 

A. The brake pipe pressure in chamber p on the brake pipe 
side of equalizing piston 26 being reduced below that in the pres- 
sure chamber on the opposite side of the piston results in piston 
26 being moved toward the right. The first movement of piston 
26 closes the feed groove v, and at the same time moves the grad- 
uating valve 28 until it opens the service port z in the equalizing 
valve, and <?onnects the safety valve ports r and s in equalizing 
valve through cavity t in the graduating valve. As the piston 
continues Its movement, the "spider" on the end of the piston 
stem engages the slide valve 31, which is then moved to the right 
until the supply port s in the equalizing valve registers with the 
application cylinder port h and through cavity n in the equalizing 
valve with application chamber port w in the seat. This permits 
the air in the pressure chamber to expand into the application 
cylinder. At the same time the safety valve is connected to the 
application cylinder and application chamber by registering ports 
r and s in the equalizing valve with ports h and I in the seat and 
through the cavity t in the graduating valve, Fig. 8. The amount 



84 THE AlK BRAKE. 

of pressure obtained in the application cylinder and chamber df^- 
pends upon the brake pipe reduction made. When the pressure iti 
the pressure chamber is slig'htly reduced below that in the brakt» 
pipe, the piston and the graduating valve are forced to the leit 
until the collar on the piston stem comes in contact with the equal- 
izing valve. This position is known as "service lap," Fig. 9. In 
this position the graduating valve has lapped port z between the 
pressure chamber and the application cylinder and has also 
lapped the safety valve port I. The air that expanded into the 
application cylinder and chamber will force the application piston 
10 to the right, lapping the exhaust ports d and e with the exhauut 
valve 16, compressing graduating spring 20 and opening the su)»- 
ply port h through the application valve 5 to brake cylinder, £..s 
explained in answer to question 81. 

Q. 86. Describe the operation of the distributing valve whta 
the brake is released with the independent brake valve, after ad 
automatic application. 

A. With the independent brake valve handle in release posi- 
tion, 'air in application cylinder g and the applicaticn chamb* r 
flows direct to the atmosphere through the application cylind^-r 
pipe. This reduces the pressure in chamber g below that in cham- 
ber 5, causing supply valve piston 10 to move to the left, carrying 
with it application valve 5 and exhaust valve 16 to release posi- 
tion, Fig. 14, thus releasing the brake. 

Q. 87. Do the equalizing parts of the distributing vah-e 
operate at this time? 

A. No. 

Q. 88. Describe the operation of the distributing valve par*;s 
T^'*hen making an automatic release of the brakes. 

A. The brake pipe pressure in chamber p on the brake pi^Hi 
side of equalizing piston 26 being increased above that in tl e 
pressure chamber on the opposite side of the piston results ia 
the piston being moved toward the left, carrying with it graf/- 
uating valve 28 and equalizing valve 31 to release position. 1 -i 
this position cavity k in equalizing valve 31 registers with por\3 
to, h and i in tlie seat. This allows air from the application cyliit- 
der g and the application chamber to flow through the ports meix- 
tioned to the distributing valve release pipe IV and to the atmo.i- 
phere. At the same time the reduction of pressure in chamber // 
l)elow that in chamber h causes the supply piston 10 to move to 
the left, carrying with it exhaust valve 16 to release position, Fig. 
7, thus releasing the brake as described in answer to question 81!. 

Q. SO. Describe the operation of the distributing valve pari.^ 
when an automatic emergency application of the brake is made. 

A. Brake pipe pressure in chamber p on the brake pipe sideot 
equalizing piston 26 is suddenly reduced below that in the pressure 
chamber on the opposite side of the piston. The considerable dil- 



2V0: G "ii'. Tr EQfJIPMJ^JNT. S.") 

ferciice iu pressure thus created ou the two sides of equalizing 
piston 2G is sutiicieut to move it to its extreme position, to the 
right, compressing graduating spring 40, Fig. 10. In this position 
port h is open directly to the ciiamber above equalizing valve 31, 
past the end of the valve, so that air from the pressure chamber 
flows through port "o," through the chamber above equalizing 
valve to port "h" and the application cylinder g. The application 
chamber port w is blanked by the equalizing valve 31 and the safety 
valve port I is connected through port r and restricted port q in 
valve 31 to port h of the application cylinder. The air that ex- 
panded into the application cylinder from the pressure chamber 
will force the application piston 10 to the right opening the ap- 
plication valve 5 as in service application and obtaining cylinder 
pressure equal to that in the application cylinder, when the appli- 
cation valve will lap, Fig. 11. 

Q. 90. What brake cylinder pressure is obtained from a full 
automatic service application of the brake from a 70 pound brake 
pipe pressure? (Safety valve set at OS pounds.) 

A. Fifty ijounds. 

Q. 91. What brake cylinder pressure is obtained with an 
automatic emergency application from a 70 pound brake pipe pres- 
sure? (Safety valve set at GS pounds.) 

A, About seventy pounds. 

Q. 92. How is the difference between service and emergency 
brake cylinder pressure obtained? 

A. With all automatic service applications the pressure cham- 
ber is connected to both the application chamber and application 
cylinder, the relative volumes of which are such that the air in 
the. pressure chamber at 70 pounds pressure will equalize with 
the combined volumes of the application chamber and cylinder at 
~0 pounds pressure, which is, therefore, the maximum which can 
be obtained with an automatic service application. With all emer- 
gency applications the pressure chamber is not connected to the 
application chamber, but to the application cylinder only. The 
&.\y in the pressure chamber then expands into the application cyl- 
inder, equalizing at about 05 pounds from a 70 pound brake pip' 
pressure. During emergency application air is admitted through a 
small port in the automatic brake valve (called the blow-do wp 
timing port) and the application cylinder pipe to the application 
cylinder. The size of the blow-down timing port in the brake 
valve is ])roportioned to the restricted port in the equalizing valve 
leading to the safety valve so as to give the proper time of blow- 
down of brake cylinder pressure. 

Q. 93. Will piston travel or brake cylindei- leakage affect 
the brake cylinder pressure on the engine and tender? 

A. No." 



86 THE AIR BRAKE. 

Q. 94. How is a predetermined brake cylinder pressure ob- 
tained and maintained in the engine and tender brake cylinder re- 
gardless of piston travel and leakage? 

A. As the brake cylinders receive their air from the main 
reservoirs they have practically an unlimited supply to draw from. 
The distributing valve and its reservoir volumes are constant, so 
that with a given brake pipe reduction a given application cylin- 
der pressure v^ill be obtained (about 2% pounds appliication cyl- 
inder and chamber pressure for every pound brake pipe reduc- 
tion). The; air that is admitted to the application cylinder forces 
the application piston and its valves to the right, Fig. 8, closing 
the exhaust ports and allowing air from the main reservoir branch 
pipe to flow to the brake cylinders until brake cylinder pressure 
becomes equal to that in the application cylinder, regardless of 
what the piston travel is, the number of cylinders or the amount 
of leakage. When this pressure has been obtained, if brake cylin- 
er leakage exists, the drop in cylinder pressure will reduce the 
pressure in chamber b on the right of piston 10 below that in ap- 
plication cylinder g on the opposite side of the piston. This will 
cause application piston 10 to again move to the right opening 
application valve 5 and allowing air to flow from the main reser- 
voirs to the brake cylinders until the brake cylinder pressure 
again equalizes with that in the aplication cylinder, when the 
application piston 10 and supply valve 5 will move to lap position, 
Fig. 9. This action will continue indefinitely until the brakes are 
released. 

SAFETY VALVE. 

Q. 95. What is the purpose of the safety valve? No. 34, 
Fig. 4. 

A. To prevent abnormal brake cylinder pressure and to act 
as a hig-'h speed reducing valve for the locomotive brake cylinders. 

Q. 96. To what is the safety valve connected? 

A. To the application cylinder. 
Q. 97. When is the safety valve connected to the application 
cylinder? 

A. At all times except in automatic service lap position of 
the distributing valve. 

Q. 98. For what pressure is the safety valve adjusted? 

A. Sixty-eight pounds, except when the locomotive is trans- 
ported light over the road, when it is ordinarily adjusted to 35 
pounds. 

Q. 99. How does the safety valve act as a high speed re- 
ducing valve? 

A. When an automatic service application is made and the 
equalizing valve and graduating valve are in service position, thfi 
safety valve is connected to the application cylinder and chamber 



NO. 6 ''E. Tr EQUIPMENT. 87 

through large ports, and will therefore prevent the brake cylinder 
pressure rising above that for which the safety valve is adjusted. 
During emergency application the connection between the appli- 
cation cylinder and the safety valve is smaller than during service 
application, so that the flow of air from the application cylinder 
to the safety valve is restricted, which, in conjunction, with the 
blow-down timing port, regulates the time of blow-down of brake 
cylinder pressure. 

QUICK-ACTION CYLINDER CAP. 

Q. 100. Where is the quick-action cylinder cap located? 

A. On the brake pipe end of the distributing valve (see Fig. 
16), replacing the plain cylinder cap 23, Fig. 11. 

Q. 101. What is its purpose? 

A. To vent brake pipe air into the locomotive brake cylinders 
when an emergency position of the brake is made. 

Q. 102. Does it operate at any other time? 

A. No. 

Q. 103. Why is this cap used? 

A. To assist in obtaining an emergency application of the 
brakes in the train when double heading. 

Q. 104. Then the quick-action cylinder cap performs the 
same function in actuating quick-action as a quick-action triple 
valve on the tender with other types of locomotive brakes? 

A. Yes. 

Q. 105. Does the air flowing to the brake cylinders through 
the quick-action cylinder cap increase the brake cylinder pressure 
as is the case with the quick-action triple valve? 

A. No ; as the brake cylinder pressure is governed by the 
pressure in the application cylinder of the distributing valve. 

Q. 106. What advantage has this device over quick-action 
•triple valves on the tender? 

A. It is less liable to cause undesired quick-iaction than a 
triple valve, as it is much less sensitive. 

Q. 107. Why is it possible to use a valve less sensitive to 
quick-action than a triple valve? 

A. As the quick-action cylinder cap is always located close to 
the automatic brake valve being operated ; when an emergency 
application is made the quick-action cylinder cap is subjected to 
a more rapid brake pipe reduction than is the case with a triple 
valve located at a considerable distance from the brake valve, and 
consequently need not be so sensitive in order to accomplish its 
purpose. 

Q. 108. When the distributing valve is provided with a 
quick-action cap, how should the automatic brake valve handle be 
operated? 



88 THE Alii BRAKE. 

A. Exactly the same as when the distributing valve has plain 
cylinder cap. 

Q. 109. Describe the operation of the quick-action cylinder 
cap. 

A. When the automatic brake valve handle is moved to emer- 
gency position, equalizing piston 26, Fig. 15, moves to the right, 
virhich movement causes the knob on. the piston to strike the 
graduating stem 50, causing it to compress graduating spring 55, 
moving emergency valve 48 so as to open port j. Brake pipe pres- 
sure in chamber p then flows to chamber X, unseats check valve 
53 and passes to the brake cylinders through port m in the cap 
and distributing valve body. 

Q. 110. What duty does the check valve 53 perform? 

A. When the brake cylinder and brake pipe pressures become 
equal, the check valve is forced to its seat by spring 54, thus pre- 
venting air in the brake cylinders from flowing back into the 
brake pipe. 

Q. 111. What takes place when a release is made? 

A. Piston 26 is moved back to release position, spring 55 
forces graduating stem 50 and emergency valve 48 back to the 
position shown in Fig. 15. 

Q. 112. Are there any other differences in the operation of 
the distributing valve having this cap? 

A. No ; in all other respects the operation of the distributing 
valve is the same as described under the heading "No. 6 Distrib- 
uting Valve With Plain Cylinder Cap." 

THE B-6 FEED VALVE. 

Q. 113. How does the B-6 feed valve differ from that r.sed 
with former automatic brake equipments? 

A. The B-6 feed valve is made adiistable for either high or 
low brake pipe pressure and can easily be changed from one to the 
other. Otherwise, except for improvements in the mechanical de- 
sign of the valve, it is the same as that used with former equip- 
ments. 

Q. 114. How is the change in adjustment accomplished? 

A. The adjusting nut is provided with a hand wheel, having 
a lug, working between two adjustable stops on the body of the 
valve. These stops are adjusted for the high and low brake pipe 
pressure which it is desired to carry and the change of pressure 
from one to the other is accomplished by simply turning the hand 
wheel from one stop to the other. 

Q. 115. Where is the feed valve located? 

A. On a bracket interposed between the main reservoir and 
feed valve pipes. 



d 



NO. 6 ''E. Tr EQUIPMENT. 89 

Q. 110. Why is this bracket used? 

A. To support the valve and permit it to be easily removed 
and replaced. 

Q. 117. What are the essential working parts of the feed 
valve ? 

A. The supply valve and actuating piston, the regulating 
valve, diaphragm, regulating spring and supply valve pistou 
spring. 

Q. lis. Explain the general arrangement of the feed valve? 

A. The feed valve consists of two sets of parts designated as 
the supply parts and the regulating parts. The supply parts, 
which control the flow of air through the valve consist of the 
supply valve 9, Fig. 29, and its spiing 10, supply valve piston S 
and supply valve piston spring 6. The regulating parts consist of 
the regulating valve 12, regulating valve spring 13, diaphragm 
14, diaphragm spindle 10 and regulating spring 17. 

Q. 119. What is the normal position of this valve? 

A. Closed, as shown in Fig. 20. 

Q. 120. Explain the duty of the various operative parts? 

A. Supply valve 9 is for the purpose of opening and closing 
port c in its seat. Piston 8 is for the purpose of moving the 
supply valve 9. Spring is for the purpose of moving the piston 
and closing the supply valve when the pressures have equalized 
on both sides of piston 8. 

Q. 121. What are the duties of the regulating parts? 

A. To control the action of the supply valve piston and sup- 
ply valve when opening and closing the supply port c in the seat. 

Q. 122. Explain the operation and flow of air through the 
feed valve when open. 

A. By referring to Fig. 29, which is a diagrammatic view of 
the valve in its closed position, air entering through port a from 
the main reservoir is free to pass into the supply valve chamber 
"B" causing the supply valve piston 8 to be moved to the left, 
compressing piston spring 0, as shown in Fig. .30, by which move- 
ment the supply valve 9 uncovers port c in the valve seat, thereby 
permitting air to pass directlj^ through ports c and dd to the feed 
valve pipe at the same time air is passing by the supply valve pis- 
ton 8, which is not an airtight fit, to chamber G, thence through 
port hJI by the regulating valve 12, and through port K to dia- 
phragm chamber L and on through ports edd to the feed valve 
pipe. 

Q. 123. What will cause a valve to close and stop the flow 
of air from the main reservoir to feed valve pipe? 

A. When the urossnro in the feed valve pipe and chamber L 
slightly exceeds the tension of the regulating spring 17. the 



90 THE AIR BRAKE. 

diaphragm 14 will yield and allow regulating valve 12 to move 
to its seat, closing port K, and preventing the flow of air from 
chamber G. As the air continues to leak by supply valve piston 
S, it will equalize the pressure on both sides of the piston and 
allow supply valve piston spring 6, which was previously com- 
pressed, to react and move the piston and supply valve to the 
position shown in Fig. 30 closing port c in the supply valve seat. 

Q. 124. With the feed valve closed, and the pressure equal- 
ized on each side of the supply valve piston, what will cause it 
to open to supply the feed valve pipe when the pressure has 
been reduced? 

A. Diaphragm chamber L is always in direct communication 
with the feed valve pipe ; therefore, any reduction in feed valve 
pipe pressure reduces the pressure in chamber L, which allows 
the 'tension of the regulating spring to overcome the diminished 
air pressure in chamber L, and force the diaphragm 14 to the 
left. This unseats the regulating valve 12, permitting the ac- 
cumulated air pressure in chamber O to escape to the feed valve 
pipe through ports hH and through port K, diaphragm chamber 
L and ports edd. The equilibrixim of pressure on the two sides 
of the supply valve piston now being destroyed, the main reservoir 
pressure which is present in supply valve chamber B forces the 
supply valve piston 8 to the left, which moves the supply valve 
9 with it, opening port c and again permitting the air to pass 
to the feed valve pipe until the pressure has been restored to 
the proper amount. 

Q. 125. The supply valve then maintains practically a wide 
open port until maximum pressure is obtained? 

A. Yes ; and when maximum pressure is obtained, the supply 
valve closes the supply port quickly. 

C-6 REDUCING VALVE. 

Q. 126. What is the difference in the construction and oper- 
ation of the C-6 reducing valve. Fig. 31, and the B-6 feed valve? 

A. The only difference between it and the B-6 feed valve 
just described is in the convenience of adjustment, the C-6 re- 
ducing valve having the ordinary adjusting nut and cap nut used 
on former types of feed valves instead of the hand adjusting 
wheel 22 used with the B-6 feed valve shown in Fig. 30. It is 
called a "Reducing Valve" simply to distinguish it from the B-6 
feed valve. 

SF-4 PUMP GOVERNOR. 

Q. 127. Where is the SF-4 pump governor located? 

A. In the pipe supplying steam to the air compressor. 

Q. 128. Explain the general arrangement of the pump 
governor. 



NO. 6 ''E. Tr EQUTPMENT. 91 

A. It consists of a standard steam portion, with Siamese 
fitting, and two diaphragm portions, as ilhistrated in Fig. 32. 

Q. 129. How arc these diaphragm portions designated? 

A. That having two pipe connections tlie excess pressure 
head and that having a single pipe connection the maximum 
pressure head. 

Q. 130. What are the pipe connections of the governor? 

A. 5, to the boiler; F, the air compressor; MR, main reser- 
voir; AB, the automatic brake valve; FVP, the feed valve pipe; 
W, waste pipe. 

Q. 131. When does the excess pressure head govern the 
operation of the air compressor? 

A. At all times when the automatic brake valve handle is 
in release, running or holding positions. 

Q. 132. When does the maximum pressure head govern the 
operation of the air compressor? 

A; During the time the automatic brake valve handle is in 
lap, serviec, or emergency positions. 

Q. 133. Explain the flow of steam through the governor. 

A. Steam enters at B, passes by steam valve 5 to the con- 
nection P, and on to the air compressor. 

Q. 134. With the automatic brake valve handle in release, 
running or holding position, what pressures act on the diaphragm 
28 of the excess pressure head? 

A. Air from the main reservoir flows through the automatic 
brake valve to the connection marked ABV, to chamber d under 
diaphragm 28. Air from the feed valve pipe enters at connec- 
tion FVP and flows to chamber / above diaphragm 28. In addi- 
tion to this, regulating spring 27 also acts upon the upper side 
of the diaphragm. 

Q. 135. What ls the adjustment of this spring? 

A. About 20 pounds. 

Q. 13G. What total pressure is, therefore acting upon the 
upper side of diaphragm 28? 

A. Whatever pressure the feed valve pipe may have, plus 
the tension of the regulating spring 27. 

Q, 137. What pressure in chamber d below diaphragm 28 
will be required to overcome that acting on the upper side of 
the diaphragm? 

A. A pressure slightly higher than that in the feed valve 
■pipe plus the spring pressure. For example, with a pressure of 
70 pounds in the feed valve pipe, about 90 pounds pressure 
below diaphragm 28 will be required to overcome that acting 
upon the upper side of the diaphragm. 



92 TJIE AIR BRAKE. 

Q. 138. How does a variation in feed valve adjustment affect 
the governor? 

A, When the feed valve adjustment is changed from one 
amount to another as v^here the locomotive is used alternately 
in high speed brake and ordinary service, the excess pressure head 
of the governor automatically changes the main reservoir pressure 
so as to maintain the same excess pressure (20 pounds). 

Q. 139. AVhy is this of advantage? 

A. Because it insures that the main reservoir pressure will 
always be 20 pounds higher than that of the feed valve pipe. 

Q. 140. Explain the operation of the governor when main 
reservoir pressure in chamber d below diaphragm 28 becomes 
slightly higher than that acting on top of the diaphragm. 

A. Diaphragm 2S will rise, unseat its pin valve 33, and 
allow air to flow to chamber b above the governor piston G, 
forcing the latter down, compressing piston spring 9 and re- 
stricting the flow of steam past steam valve 5 to a point where 
the compressor will just supply the leakage in brake system. 

Q. 141. How long will the flow of steam through the gov- 
ernor be restricted in this manner? 

A. Until main, reservoir pressure in diaphragm chamber d be- 
comes reduced slightly below the combined spring and air pressure 
in chamber f above the diaphragm, which will then force diaphragm 
down, seating its pin valve. 

Q. 142. How does this effect the flow of steam through 
the governor? 

A. As chamber 7j is always open to the atmosphere through 
the small vent port c, the air pressure in chamber 5 above the 
governor piston 6 will then escape to the atmosphere and allow 
piston spring 9 and the steam pressure below valve 5 to raise 
it and the governor piston 6 to the position shown. Fig. 32. 

Q. 143. With the automatic brake valve handle in release, 
running or holding position, does the maximum pressure head 
operate? 

A. No ; as during this time its diaphragm pin valve remains 
seated. 

Q. 144. To what is chamber a in the maximum pressure 
head always connected? 

A. To the main reservoir. 

Q. 145. When does the maximum pressure head of the gov- 
ernor control the operation of the compressor? 

A. When the automatic brake valve handle is in lap, service 
or emergency position, or when the main reservoir cut-out cock is 
closed. 



A^o. r, '']■:. rr equipment. 93 

Q. 146. With the automatic brake valve handle in lap, service 
or emergency position, or when the main, reservoir cut-out cock is 
closed, what pressures act on the diaphragm 20 of the maximum 
pressure head? 

A. Main reservoir pressure which flows directly to chamber 
a on the underside of diaphragm 20 and the pressure of regulating 
spring 19 on the upper side. 

Q. 147. What is the adjustment of spring 19? 

A. Spring 19 is adjusted to the maximum pressure which is 
d;>sired in the main reservoirs. 

Q. 148. Explain the operation, of the governor when main 
reservoir pressure in chamber "a" exceeds the tension of spring 19. 

A. When main reservoir pressure in chamber a slightly ex- 
ceeds the adjustment of spring 19, diaphragm 20 will rise, unseat 
its pin valve 33, and allow air to flow into chamber & above the 
governor piston, forcing it down, compressing its spring 9 and 
restricting the flow of steam past steam valve 5 to a point where 
the compressor will just supply the leakage in brake system. 

Q. 149. How long will the flow of steam through the gov- 
ernor be restricted in this manner? 

A. When main reservoir pressure in chamber a becomes 
slightly reduced, the spring 19 forces diaphragm 20 down, seat- 
ing its pin valve. As chamber 6 is always open to the atmos- 
phere through the small vent port c, the pressure in chamber h 
above the governor piston 6 will then escape to the atmosphere 
and allow the piston spring 9 and steam pressure below valve u 
to raise the valve and governor piston to the position shown. 
Fig. 32. 

Q. 150. Is the maximum pressure head of the governor in 
any way controlled by the automatic brake valve? 

A. No ; as the chamber a below the diaphragm is in no way 
connected to the brake valve. 

Q. 151. With the automatic brake valve handle in Jap, 
service or emergency positions or when the main reservoir cut- 
out cock is closed why does not the excess pressure head operate 
instead of the maximum pressure head? 

A. Because under these conditions, communication from the 
main reservoir to chamber d is cut off by the brake valve and 
at the same time connection from the feed valve pipe to chamber 
f above diaphragm 28 still remains open, so that the combined 
air and spring pressure on top of the diaphragm holds the pin 
valve to its seat, rendering the excess pressure head inoperative. 

Q. 152. Under ordinary running conditions, why is only a 
moderate excess pressure desirable? 

A. Because most of the time the automatic brake valve handle 
is in running position, (keeping the brakes charged) but little 



94 THE AIR BRAKE. 

excess pressure is needed and the governor regulates the main 
reservoir pressure to about 20 pounds above the brake pipe pressure, 
thus relieving the compressor of unnecessary work. 

Q. 153. When an application of the brakes is made, why is 
the higher excess pressure of advantage? 

A. To insure a prompt release of the brakes and recharge 
of the system. 

DEAD ENGINE FIXTURES. 

Q. 154. What are the parts composing . the dead engine 
fixtures. 

A. A % -inch pipe connecting the brake pipe and main reser- 
voir pipe, a combined strainer and check valve with choke fitting, 
and a %-inch cut-out cock. 

Q. 155. What is the purpose of the "Dead Engine" feature 
of the ET Equipment? 

A. To enable the compressor on a "live" engine to charge 
the main reservoir on a "dead" engine, so that the brake on 
the dead engine may be operated with the other brakes in the 
train. 

Q. 156. How is this done? 

A. Air from the main reservoir of the live engine passes 
through the brake pipe and dead engine fixtures to the main 
reservoirs of the dead engine. 

Q. 157. When is this apparatus used? 

A. Only when the air compressor on the locomotive is in- 
operative. 

Q. 158. Should the cut-out cock always be closed except 
when the compressor is inoperative? 

A. Yes. 

Q. 159. Describe the flow of air through the combined 
strainer and check valve. Fig. 33. 

A. With the cut-out open, air from the brake pipe enters at 
BP, passes through the curled hair strainer, lifts check valve 4, 
held to its seat by a strong spring 2, passes through the choke 
bushing, and out at MR to the main reservoir pipe. 

Q. 160. Why is the "strong" spring 2 used in this valve? 

A. This spring over the check valve insures the valve seating 
and keeps the main reservoir pressure somewhat lower than the 
brake pipe pressure, yet assures ample pressure to operate the 
locomotive brakes. 

Q. 161. What is the object of the choke fitting? 

A. It prevents a sudden drop in brake pipe pressure and 
the application of the brakes in the train, as might otherwise 
occur with uncharged main reservoirs cut into a charged brake 



2^0. 6 *'E. T." EQUIPMENT. 05 

pipe or if for any reason the main reservoir pressure was lower 
than the brake pipe pressure. 

Q. 162. How can the maximum brake cylinder pressure be 
regulated on a dead engine? 

A. By the adjustment of the safety valve on the distributing 
valve. 

Q. 163. Can the brake on a dead engine be controlled with 
the independent brake valve the same as on a live engine? 

A. Yes, if it becomes necessary. 

Q. 164. When the dead-engine feature is used, in what 
position should the automatic and independent brake valve handles 
be carried? 

A. Running position. 

Q. 165. What should be the position of the double heading 
cock? 

A. Closed. 

Q. 166. Is it sometimes desirable to keep the braking power 
of a locomotive below the standard? 

A. Yes ; when there is no water in the boiler. 

Q. 167. How is this done? 

A. By adjusting the safety valve on the distributing valve 
•to the maximum brake cylinder pressure which is desired in the 
locomotive brake cylinders. 

AIR GAGES. 

Q. 168. How many and what type of gages are used in 
connection with the ET Equipment? 

A. Two duplex gages, designated — No. 1, Large Duplex Air 
Gage; No. 2, Small Duplex Air Gage. (See Figs. 1-A and 1-B.) 

Q. 169. What pressures are indicated by gage No. 1 .' 

A. Red Hand, Main Reservoir Pressure ; Black Hand, Equal- 
ising Reservoir Pressure. 

Q. 170. What pressures are indicated by gage No. 2? 

A. Red Hand, Brake Cylinder Pressure ; Black Hand, Brake 
Mpe Pressure. 

Q. 171. Which gage hand shows the amount of reduction 
being made during a service application of the brakes? 

A. Black Hand, Gage No. 1. 

Q. 172. Why, then, is the black hand of gage No. 2 necessary? 

A. To show brake pipe pressure when engine is second in 
double-heading or a helper. 

Q. 173. What pressure is indicated by the red hand of gage 
No. 2 when operating the automatic or independent brake valve? 

A. Brake cylinder pressure. 



96 THE AIR BRAKE. 

CUT-OUT COCKS. 

Q. 174. What provision is made for cutting off the main 
reservoirs from the brake sj^stem? 

A. The main reservoir cut-out cocli in the main • reservoir 
pipe. 

Q. 175. What takes place when this cock is closed? 

A. The flow of air from the main reservoirs is cut off and 
the air iQ the brake system back of it is exhausted to the 
atmosphere. 

Q. 176. When this cock is closed can air flow from the 
main reservoirs to any part of the system? 

A. Yes ; to the maximum pressure head of the pump governor. 

Q. 177. Why is this necessary? 

A. To provide for the automatic control of the compressor 
when the cut-out cock is temporarily closed. 

Q. 178. What provision is made for cutting out the driver 
brake ? 

A. A %-inch cut-out cock located in the pipe leading from 
the distributing valve to the driver brake cylinders. 

Q. 179. What provision is made for cutting out the tender 
brake? 

A. A %-iiich cut-out cock located in the pipe between the dis- 
tributing valve and the hose connection leading to the tondor 
brake cylinder. 

Q. 180. What difference is there between this cock and the 
%-inch cocks generally used? 

A. It has a choke fitting. 

Q. 181. Why is this choke fitting used? 

A. To prevent a loss of driver and truck brake cylinder 
pressure in the event of a hose or tender brake cylinder pipe 
bursting. 

Q. 182. Is there another cock with choke fitting sometimes 
used in connection with this apparatus? 

A. Yes ; when a truck brake is used a ^-inch cock is located 
in the pipe leading from the distributing valve to the truck brake 
cylinder with choke fitting. 

Q. 183; For what purpose is the %-inch cut-out cock in the 
main reservoir supply pipe to the distributing valve? 

A. To cut off the supply of air from the main reservoirs to 
the distributing valve to permit of inspection and repairs. 

Q. 184. For what purpose is the one-inch double heading cock 
underneath the brake valve? 

A. To cut off the flow from the automatic brake valve to 
the brake pipe or vice versa. 



J 



NO. 6 "^. Tr EQUIPMENT. 97 

Q. 185. What is the purpose of the brake pipe air strainer. 
A. To prevent foreign matter entering the distributing valve, 
which might seriously interfere w^ith its proper operation. 

AIR SIGNAL SYSTEM. 

Q. 186. From what source is the supply of air to the signal 
system obtained with the ET Equipment? 

A. From the reducing valve pipe between the reducing valve 
and the independent brake valve, as shown in Figs. 1-A and 1-B. 

Q. 187. Why is this supply taken, from the reducing valve 
pipe? 

A. That the one re<lucing valve may govern the pressure for 
both the independent brake valve and the signal system. 

Q. 188. Wdiat device is interposed between the reducing valve 
pipe and the air signal pipe? 

A. A combined strainer and check valve. 

Q. 189. Why is the strainer necessary? 

A. To protect the check valve and signal system from 
foreign matter. 

Q. 190. Why is the check valve employed? 

A. To prevent a back flow of air from the signal pipe to 
the reducing valve pipe. 

Q. 191. In what way does this combined strainer and cheek 
valve differ from that used with the dead engine fixtures? 

A. Only in the tension of the check valve spring. 

GENERAL OPERATION OF THE NO. G EQUIPMENT. 

Note, — Details of construction and operation, of the various 
devices will be found under their respective headings. 

Q. 192. What is the proper position, of the brake vaive 
handles and cut-out cocks before starting the compressor? 

A. The automatic and independent brake valve handles in 
running position all cut-out cocks must be open, except the %-inch 
cut-out cock in the dead engine connection and the angle and 
stop cocks at the front and rear end of the locomotive. 

Q. 193. Explain the charging of the ET Equipment. 

A. While the compressor is operating, the main, reservoir 
pressure continues to rise until it reaches the point for which the 
governor is adjusted. The governor then automatically stops the 
compressor. From the main reservoirs air flows through the 
main reservoir pipe to the chamber above the application valve 
of the distributing valve. It also flows to the feed valve which 
reduces the pressure of the air to that carried in the brake pipe. 
The air at this reduced pressure flows through the automatic 



98 THE AIR BRAKE. 

brake valve to the brake pipe and thence through the branch pipe 
and "distributing valve to the pressure chamber charging it up 
to brake pipe pressure. Air also flows from the main reservoirs 
through the reducing valve to the independent brake valve and 
air signal system. 

Q. 194. AVhat must be done to make an automatic service 
application of the brake? 

A. Move the automatic brake valve handle to service position. 

Q. 195. How does this apply the brake? 

A, It starts a reduction of brake pipe pressure which causes 
the distributing valve to operate so as to allow air to flow 
from the main reservoirs into the brake cylinders. 

Q. 196. How is the application of the brake limited to any 
desired cylinder pressure? 

A. By returning the automatic brake valve handle to lap 
position. 

Q. 197. What must be done to make an emergency applica- 
tion of the brakes? 

A. Move the automatic brake valve handle to emergency 
position. 

Q. 198. How does an emergency application of the brake 
differ from a service application? 

A. Brake pipe reduction takes place more rapidly, brake 
cylinder pressure rises more quickly and a higher brake cylinder 
pressure is obtained than in service applications. 

Q. 199. In what position should the automatic brake valve 
handle be placed to release the locomotive brake? 

A. Running position. 

Q. 200. Is there any position besides running position in 
which the locomotive brake can be released by the use of the 
automatic brake valve? 

A. No. 

Q. 201. Can the locomotive brake be applied otherwise than 
by using the automatic brake valve? 

A. Yes. By the independent brake valve. 

Q. 202. In what position should the independent brake valve 
handle be placed to apply the locomotive brakes? 

A. Application position. 

Q. 203. How does this apply the brake? 

A. It allows air to flow from the reducing valve through the 
independent brake valve to the distributing valve, causing it to 
operate and allow air to flow from the main reservoirs into the 
brake cylinders at a reduced pressure. 



2V0. 6 *'E. Tr EQUIPMENT. 99 

Q. 204. Is the operation of the train brakes affected in any 
way by the independent application of the locomotive brakes? 

A. No. 

Q. 205. How is the independent application of the loco- 
motive brake limited to any desired cylinder pressure? 

A. By returning the independent brake valve handle to lap 
position. 

Q. 206. How can the locomotive brake be released by the 
independent brake valve? 

A. (a) If the automatic brake valve handle is in running 
position, move the independent brake valve handle to running 
position. 

(b) If the automatic brake handle is not in running posi- 
tion, the independent brake valve handle must be moved to release 
position. 

Q. 207. Can the locomotive brake be released without in 
any way interfering with the train brakes under any and all 
conditions? 

A, Yes ; by placing the independent brake valve handle in 
release position. 

TESTING AND OPERATING THE ET EQUIPMENT. 
TESTING LOCOMOTIVE BRAKE. 

Q. 208. Preparatory to making a test of the brake what 
should be done? 

A. Blow out the brake pipe and signal pipe by opening and 
closing quickly a number of times the angle and stop cocks, both 
at the pilot and rear of the tender. 

Q. 209. Why is this done? 

A. To remove scale and other foreign matter that may be in 
the brake and signal pipes. 

Q. 210. What observations should the engineer make before 
taking the engine to the train? 

A. He should observe by the gages that the proper pres- 
sures are present indifferent parts of the system. This will show 
that the regulating devices (governors, feed valves, etc.) are 
properly adjusted. He should also observe that the brake is in 
proper condition generally. 

Q. 211. What test should then be made? 

A. The brake should be applied and released with both the 
automatic and independent brake valves, to determine if the brake 
is in proper operative condition. 



100 TI^E AIR BRAKLJ. 

MANIPULATION OF LOCOMOTIVE AND TRAIN BRAKES.. 

Q. 212. What is the proper position of the automatic and 
independent brake valve handles when not being operated? 

A. Running position. 

Q. 213. After attaching the engine to the train in what 
position should the automatic brake valve be carried while charg- 
ing the train brakes? 

A. Release position. 

Q. 214. How long should the brake valve handle be left in 
this position? 

A. Until the brake pipe system is charged to the pressure 
to be carried. 

Q. 215. How should the automatic brake valve be handled 
when testing the brakes? 

A. A full service application of the brakes should be made 
and the handle then moved to lati position. 

Q. 216. How should the brakes be released? 

A. Place the brake valve handle in release position for the 
proper length of time, then return it to running position, leaving 
it there. 

Q. 217. If the brakes apply in emergency from an un- 
known cause, while train, is running, what should be done? 

A. Move automatic brake valve handle quickly to emergency 
position and leave it there until train stops. 

Q. 218. Why is this done? 

A. To insure the brakes remaining applied and to prevent 
loss of main reservoir pressure. 

Q. 219, What must be done in the event of sudden danger? 

A. Move the automatic brake valve handle quickly to emer- 
gency position and leave it there until the train stops and the 
danger is past. 

Q. 220. With brakes applied in emergency, would any- 
thing be gained by moving the independent brake valve handle 
to application position? 

A. No. Because in an application of this kind the appli- 
cation cylinder pressure is higher than the maximum pressure 
obtainable with the independent brake. 

Q. 221. If, in making a stop, the driving wheels slide, can 
they be released? 

A. Yes ; by placing the independent brake valve handle in 
release position and holding it there until the wheels again re- 
volve, reapplying the brakes, if desired, with this brake valve. 



NO. 6 "£7. T." EQUIPMENT. 101 

Q. 222. In the event oi. releasing and reapplying the locu- 
motive brake in this manner, in what position should the inde- 
pendent brake valve handle be left after the application is madeV 
A. Running position. 
Q. 223. Why? 

A. Because if left in any other position the locomotive 
brake cannot be released by the automatic brake valve. 

Q. 224. Does the releasing and reapplying of the engine 
and tender brakes with the independent brake valve in this way 
have any effect on the train brakes? 

A. No ; as the operation of the independent brake valve 
does not interfere with the train brakes. 

Q. 225. In making a service application, how should the 
automatic brake valve be handled? 

A. The same as with the older types of brake valves. 
Q. 22G. In making the first release of a two-application 
stop, how should the brake valve be handled? 

A. (a) With short passenger trains release the brakes by 
moving the brake valve handle to running posi- 
tion a sufficient length of time to start the loco- 
motive and train jjrakes releasing, then to lap 
position, 
(b) With the long passenger trains the brake valve 
handle should be moved to release position for 
about three seconds to start the train brakes re- 
leasing, then to running position to partly release 
the locomotive brake, then to lap. 
Q. 227. In making the final I'elease of a two-application 
stop, how should the automatic brake valve be handled? 

A. (a) With short passenger trains, release the brakes just 
before coming to a stop by moving the brake 
valve handle to running position and leaving it 
there, 
(b) With long passenger trains, the brakes should be 
held applied until the train stops. 
Q. 228. In making a release after a one-application stop, 
how should the brake valve be handled. 

A. The same as a final release of a two-application stop, 
as just explained. 

Q. 229. Why is it necessary to move the automatic brake 
valve handle promptly to running position after going to release 
in releasing the brakes? 

A. Because with the brake valve in release position, the 
looinotive brake is hold api^lied. 



102 THE AIR BRAKE, 

Q. 230. What is the only position of the £.utomatic brake 
valve handle which will permit the release of both the loco- 
motive and train brakes together? 

A. Running position. 

Q. 231. Is there any other position besides running posv 
tion w^hich will release train brakes? 

A. Yes ; release position and holding position. 

Q. 232. Is there any other than running position in which 
the locomotive brake can be released by the automatic brake 
valve? 

A. No. 

Q. 233. Can the locomotive brake always be released by 
placing the automatic brake valve handle in running position? 

A. No. 

Q. 234. Why? 

A. Because if the independent brake valve handle is not 
in running position, the locomotive brake cannot be released by 
the automatic brake valve. 

Q. 235. If the driving wheels pick up and slide while 
making a stop, what should be done? 

A. Release with the independent brake valve. 

Q. 236. In handling a light locomotive, which brake valve 
should be used? # 

A. The independent brake valve. 

Q. 237. For a gradual application of the locomotive brake, 
how should the independent brake valve be used? 

A. Place the brake valve handle in slow-application posi- 
tion until the brake is sufficiently applied ; then return it to lap 
position. 

Q. 238. How operated if a quick application of the locomo- 
tive brake is desired? 

A. Place the independent brake handle in quick-application 
position until the brake is sufficiently applied, then return it to 
lap position. 

Q. 239. Should the independent brake valve be used in 
completing a train stop? 

A. No. 

Q. 240. Why? 

A. Because to apply the locomotive brake with the train 
brakes released will cause slack to run in and produce shocks. 

Q. 241. In case of emergency, should the independent 
brake valve be used on a light locomotive? 

A. No : in all cases of emergency, move the automatic brake 
valve handle to emergency position. 



NO. 6 ''E. T." EQUIPMENT. 103 

Q. 242. Why? 

A. Because a considerably higher brake cylinder pressure is 
obtained than would be possible with the use of the independent 
brake valve. 

Q. 243 How can the locomotive brake always be released 
regardless of the position either brake handle may be in? 

A. By placing the independent brake valve handle in re- 
lease position. 

Q. 244. How can the locomotive brake be held applied while 
releasing the train brakes? 

A. By moving the automatic brake valve handle to either 
release or holding positions. 

Q. 245. Can this be done in any other way? 

A. Yes ; by placing the independent brake valve handle 
in lap position. 

Q. 240. Why should not the independent brake valve be 
used for this purpose? 

A. First — Because it is better to use the automatic 'brake 
valve alone instead of in conjunction with the independent brake 
valve. Second — Because if the independent brake valve is used 
for this purpose, it may be left in lap position by mistake and 
the proper operation of the brakes by the automatic brake valve 
interfered with. 

Q. 247. Why should the automatic brake valve handle never 
be left in lap position except while bringing the train to a stop? 

A. Because if the handle is left in lap position when the 
brakes are not applied, brake pipe leakage may materially reduce 
the brake pipe and auxiliary reservoir pressures, so that full 
braking power cannot be obtained and because the driver brakes 
are likely to apply as the outlet from the application chamber 
is closed. 

Q. 248. If, after a brake application, the automatic brake 
valve handle is moved to release position and returned to lap 
position, what will be the result? 

A The locomotive brake will remain applied, 

Q, 249. What is the advantage of having the locomotive 
brake remain applied under these conditions? 

A. It would serve as a warning in case of neglect to move 
the handle to the proper position. 

Q. 250. Would anything be gained by moving the auto- 
matic brake valve ^andle to relca\se position for a short time just 
before making an application of the brakes? 

A. No ; this should never be done. 



104 TEE AIR BRAKE. 

Q. 251. Why? 

A. Because by placing the automatic brake valve handle in re- 
lease position the brake pipe will be charged higher than the 
pressure in the auxiliary reservoirs ; consequently, the brakes caii« 
not be applied until after this difference in pressure has been 
drawn off. 

FREIGHT BRAKING. 

Q. 252. What feature of the No. 6 ET Equipment is of 
particular advantage in handling trains on long, descending 



A. The ability to handle the locomotive brake with or 
entirely independent of the train brakes. 

Q. 253. What is gained by this? 

A. The locomotive and train brakes can be alternated with- 
out interfering with each other. 

Q. 254. With all the brakes applied, can the locomotive 
brake be released without releasing the train brakes? 

A. Yes. 

Q. 255. How can this be done? 

A. By placing the handle of the independent brake valve 
in release position, holding it there until the brake is releasea. 

Q. 256. After releasing in this manner, where should the 
handle of the independent brake valve be placed? 

A. Running position. 

Q. 257. If it is then desired to release the train brakes 
and recharge the reservoirs, and reapply the locomotive brakes^ 
in order to assist the retaining valves, in holding the train, how 
can this be accomplished? 

A. Place the independent brake valve handle in applica- 
tion position until the desired locomotive brake cylinder pres- 
sure is obtained, then return it to running position, then move 
the automatic brake valve handle to release position and leave 
it there until the train is charged. 

Q. 258. What is the maximum pressure obtainable in the 
brake pipe under these conditions? 

A. As the excess pressure head of the duplex governor will 
be in control, the maximum pressure obtainable will be twenty 
pounds above that ordinarily carried in the brake pipe. 

Q. 259. When reapplying the train brakes, how can ex- 
cessive locomotive brake cylinder pressure be prevented? 

A. By partially releasing the locomotive brake with the 
independent brake valve before reapplying the train brakes. 

Q. 260. How can the overheating of driving wheel tires 
be prevented? 



NO. 6 "^. Tr EQUIPMENT. 105 

A. By either holding the independent brake valve handle 
in release position when making an automatic application or by 
releasing immediately with the independent brake valve after the 
automatic application. 

Q. 261. When releasing the brakes on a freight train w^hen 
in motion should the automatic brake valve be handled in the 
same manner as with passenger trains? 

A. No ; the brake valve handle should be moved to release 
position and allowed to remain there for a period of time, ac- 
cording to the length of the train, but not to exceed twenty sec- 
onds. 

Q. 2G2. Why should this be done? 

A. To insure a proper release of the train brakes and hold 
the locomotive brake applied, thus preventing the slack of the 
train running out. 

Q. 203. In making releases on long trains, after brake 
valve handle has been returned to running position, should it 
again be moved to release position for an instant? 

A. Yes; after being in running position for about three sec- 
onds. 

Q. 204. Why? 

A. Because in making such a release some of the head 
brakes maj^ have been overcharged and may reapply. 

BROKEN PIPES. 

Q. 205. What would be the result if the brake pipe branch 
to the distributing valve broke off? 

A. The locomotive and train brakes would apply. 

Q. 266. What should be done if this Lappens on the road? 

A. Plug the end leading from the brake pipe; release the 
locomotive brake by placing the independent brake valve handle 
in release position and proceed. 

Q. 267. Would it be possible to use the locomotive brake 
in this case? 

A. Yes ; with the independent brake valve, always using 
release position to release the brake. 

Q. 268. What would be the result if any of the pipe con- 
nections between the distributing valve and the brake cylinders 
broke off? 

A. It would permit a constant escape af air when the brake 
is applied and may cause the release of one or more of the lomo- 
motive brake cylinders, depending on where the break occurs. 

Q. 269. What should be done in a case of this kind? 



106 THE AIR BRAKE. 

A. If the pipe cannot be repaired, close the cut-out cock 
in the pipe leading to the broken pipe. If breakage occurs nest 
to the distributing valve reservoir, close the cut-out cock in the 
distributing valve supply pipe. 

Q. 270. What would be the effect if the supply pipe to 
the distributing valve broke off? 

A. It vi^ould permit main reservoir pressure to escape an<l 
prevent the use of the locomotive brake. 

Q. 271. What should be done? 

A. If repairs cannot be made to the pipe, the cut-out cock 
in the supply pipe should be closed or the pipe plugged, 

Q. 272. What would be the effect if the application cylir*- 
der pipe to the distributing valve broke off? 

A. It would be impossible to apply the locomotive brak*^ 

Q. 273. What should be done? 

A. The connection to the distributing valve should be plugge*! 
and the brake could then be applied, but with the automatic 
brake valve only. 

Q. 274. With this opening plugged and the brake auto- 
matically applied, can it be released with the independent brak*. 
valve? 

A. No. It can only be released by placing the automati-c 
brake valve handle in running position. 

Q. 275. If the release pipe to the distributing valve breaks 
off, what would be the effect? 

A. It would cut out the holding feature of the automatic 
brake ^alve. 

Q. 276. With this pipe broken off would it interfere with 
the iadependent operation of the brake? 

A. Yes ; if an independent application was made and the 
equalizing parts of the distributing valve were in release posi- 
iion, ;t would allow the independent brake to release when the 
independent valve was moved to lap position. 

Q. 277. With this pipe broken off and the brakes auto- 
matically applied, can. they be released with the independent 
brake valve? 

A. Yes. 

Q. 278. Should any delay be occasioned by the breaking off 
of this pipe? 

A. No. Proceed and operate the brake with the automatic 
brake valve but without attempting to use the holding feature. 

Q. 279. What would be the effect if the pipe connection 
to the spring chamber of the excess pressure head of the pump 
governor broke off? 



7Y0. G "E. T." EQUIPMENT. 107 

A. The compressor would not operate when the main res- 
ervoir pressure was about forty pounds or over. 

Q. 280. What should be done in this case? 

A. Plug- the broken pipe and place a blind gasket in the 
pipe leading to the chamber below the diaphragm of the excess 
pressure Head. 

Q. 281. What should be done if the pipe connection lead- 
ing to the chamber below the diaphragm of the excess pressure 
head breaks off? 

A. Plug the broken pipe and proceed. 

Q. 282. With the lower pipe to the excess pressure head 
plugged, or with both pipes plugged, what would control the 
compressor? 

A. The maximum pressure head. 

Q. 283. What should be done in the event of the pipe 
connection to the maximum pressure head breaking off? 

A. Plug the pipe. 

Q. 284. What would control the compressor? 

A. The excess -ressure head. 

Q. 285. In such a case, would the excess pressure head 
control the compressor at all times? 

A. No ; only with the automatic brake valve handle in 
release, running, or holding positions. 

Q. 286. What would nappen if the handle were left in lap, 
service or emergency positions or it became necessary to close 
the main reservoir cut-out cock for any length of time? 

A. The governor then being out of commission, the com- 
pressor will continue to run until air pressure and steam pres- 
sure become approximately equal. 

Q. 287. What precaution should be taken with the gov- 
ernor out of commission in this way? 

A. Compressor should be throttled so that too high a main 
ivservoir pressure could not be obtained and in case of main 
reservoir cock being closed compressor should be shut off. 

Q. 288. What should be done if the equalizing reservoir 
pipe breaks oft"? 

A. Plug the equalizing reservoir pipe to the brake valTe and 
tde service exhaust opening. The brakes should then be applied 
in service by a careful use of the emergency position. 

Q, 289. Why should extreme care be used when operating 
the brake valve in this manner? 

A. To avoid causing quick-action and to prevent the head 
brakes "kickii g" off when returning to lap position. 



108 ^ THE AIR BRAKE. 

ROUND HOUSE INSPECTORS TEST. 

General : 

Q. 290. What are the objects of these tests? 

A. To determine the condition of the detail parts of the ET 
Equipment. 

Q. 291. What should be done by the round house air- 
brake inspector when testing the brakes preparatory to turn- 
ing out the engine on the road? 

A. The following cocks must be closed : The drain cocks 
in the main reservoirs, tne brake pipe angle cocks and the signal 
pipe cut-out cocks at each end of the locomotive, and the %- 
inch cut-out cock in the dead engine pipe. 

The following cocks must be opened : Main reservoir cut- 
out cock, distributing valve cut-out cock, the double-heading cock 
and cut-out cocks in the brake cylinder pipes. 

Both the automatic and independent brake valve handles 
should be in running position before starting the compressor. 

Q. 292. When the locomotive brake system has become ful- 
ly charged what should tirst be done? 

A. Blow out the brake pipe and signal pipe by opening and 
closing quickly a number of times the angle and stop cocks, both 
at the pilot and rear of the tender. 

Q. 293. Why is this done? 

A. To remove scale and other foreign matter that may be in 
the brake and signal pipes. 

Q. 294. What pressure should there be in the brake pipe 
and distributing valve before testing the brake? 

A. The standard brake pipe pressure for the service in 
which the locomotive is to be used. 

Q. 295. What are the parts that should be tested first? 

A. The air gages. 

Q. 296. What method should be employed to test the air 
gages? 

A. Use a test gage that is known to be correct. This gage 
should be coupled to the front or to the rear brake pipe hose; 
then with system charged and automatic brake valve in release 
position, note if main reservoir, equalizing reservoir and brake 
pipe pressures as indicated by the air gages correspond with the 
pressure indicated on the test gage. 

Q. 297. How should the brake cylinder gage be tested? 

A. Connect the test gage to the brake cylinder, make a brake 
application, and see that the brake cylinder gage registers with 
the test gage. 



2V0. 6 ''E. T." EQUIPMENT. 109 

Q. 298. What test should follow the gage test? 

A. A test of the pump governor. 

Q. 299. How should this test be made? 

A. Place the automatic brake valve handle in running posi- 
tion. In this position main reservoir pressure should register twenty 
pounds higher than that in the brake pipe. Then ])lac(' the luindle 
in lap position. In this position the main reservoir pressure 
should register the maximum pressure standard on tlie road for 
the class of service to which the engine is assigned. 

Q. 300. What should next be done? 

A. The feed valve should be tested. 

Q. 301. How should the feed valve be tested? 

A. Place the automatic brake valve handle in running posi- 
tion to see that the feed valve regulates the brake pipe pressure 
to the proper standard. 

Q. 302. What test should follow the feed valve test? 

A. A test of the automatic rotary valve for leakage. 

Q. 303. How should this be tested? 

A. Make a 20-pound service reduction, place the handle on 
lap position and close the double-heading cut-out cock under the 
brake valve. Harmful rotary valve leakage will be denoted in 
a few seconds by a material increase of pressure in the equaliz- 
iiQg reservoir (shown on gage) or by the equalizing piston lift- 
ing. 

Q. 304. Would any other defect cause the equalizing pis- 
ton to lift? 

A. Yes ; a leak from the equalizing reservoir, which will 
be shown on the gage, will cause this. If the piston lifts, due 
to a rotary valve leak, however, the gage hand does not fall. 

Q. 305. What should next be done? 

A. The locomotive brake pipe should be tested for leakage. 

Q. 306. How should test be made for break pipe leakage? 

A. Charge the brake pipe and system to maximum pres- 
sure, then make a five-pound service application and observe the 
full in brake pipe pressure as indicated by the hrake pipe gage, 
not by the equalizing reservoir gage. 

Q. 307. What should the limit of this leakage be? 

A. It should not exceed five pounds per minute. 

Q. 308. What test should be made to determine if the brake 
i« in good order? 

A. Apply the brake by making a full service applica- 
tion with the automatic brake valve, and if it applies properly., 
release by placing the automatic brake valve handle in running 



no THE AIR BRAKE. 

position and note if the brake shoes properly clear the wheels 
and the cylinder pistons return to the end of the cylinder. 

Q. 309. What other test should be made? 

A. Apply the brake with the independent brake valve, not- 
ing that a full application (forty-five pounds) is registered by 
the red hand of the small air gage and that the hand returns to 
zero when the brake is fully released. 

Q. 310. W5th the independent brake valve handle in quick- 
application position how long should it take to get forty-five 
pounds cylinder pressure? 

A. From two to four seconds. 

Q. 311. How long should it then take from the time the 
independent brake valve handle is placed in release position until 
the flow of air from the application chamber at the brake valve 
ceases. 

A. From two to three seconds. 

Q. 312. What should be observed regarding piston travel? 

A. That the piston travel is only sufficient to give proper 
brake shoe clearance. 

Q. 313. What is usually about the proper piston travel? 

A. Driver brakes about four inches ; engine truck brake 
about six inches, and tender brake about seven inches standing 
travel. 

Q. 314. Why is too long piston travel objectionable? 

A. It may cause a loss of the brake due to the piston strik- 
ing the head or levers fouling, which will lengthen the time of 
release of the brake and cause a waste of air. 

PUMP GOVERNOR TEST. 

Q. 315. Before adjusting the pump governor, what should 
be observed? 

A. That all air pipe connections are tight and that the vent 
port and drain port are open, 

Q. 316. What would be the effect of a stopped-up vent 
port? 

A. There might be a considerable drop in main reservoir 
pressure before the compressor would start. 

Q. 317. If, in addition to a stopped-up vent port, either 
diaphragm pin valve were leaking, .what would be the effect? 

A. The compressor would not operate when the main reser- 
voir pressure was about forty pounds or over. 

Q. 318. What would be the effect of a stopped-up drain 
port? 






ISIO. 6 ''E. T." EQUIPMENT. Ill 

A. The governor woula not shut off the compressor. 
Q. 319. If, with the handle of the automatic brake valve 
in running ix>sition, tae main reservoir and brake pipe pressures 
do not stand 20 pounds apart, where is the trouble? 

A. In the adjustment of the excess pressure head of the 
pump governor. 

Q. 320. What should then be done? 

A. The excess pressure head of the pump governor should 
be properly adjusted. 

Q. 321. Before commencing to adjust the excess pressure 
head, what is it important to note? 

A. First — That the maximum pressure head is adjusted 
higher than the standard main reservoir pressure to be carried 
with the handle of the brake valve in running position. Second — 
That the air brake pressure is known to be correct. Third — • 
That there is no obstruction either in the main reservoir con- 
nection to the chamber under the diaphragm of the excess pres- 
sure head or in the pipe connection to the spring chamber. 

Q. 322. How should the adjustment of the excess pressure 
head be made? 

A. Remove the cap nut from the excess pressure head and 
screw the regulating nut up or down, as may be required. 

Q. 323. With the automatic brake valve handle in lap posi- 
tion if the main reservoir pressure varies from the maximum em- 
ployed on the road, where is the trouble? 

A. In the maximum pressure governor head. 

Q. 324. If such variation exists, what should be done? 

A. The maximum head should be properly adjusted. 

Q. 325. In case of a steady blow of air from the vent ix)i't 
when the compressor is operating, where is the trouble? 

A. A leak past the seat of one or both of the diaphragm 
pins valves. 

FEED VALVE TEST. 

Q. 326. How should the B-6 feed valve be tested? 

A. With brake released and system charged to standard 
pressure, open the angle cock at the rear of the tender suf- 
ficiently to represent a brake pipe leakage of from seven to ten 
pounds per minute and observe the brake pipe gage pointer. 

Q. 327. With this amount of brake pipe leakage, what should 
the brake pipe gage pointer do? 

A. It should fluctuate. 

Q. 328. What does this fluctuation of the gage pointer in- 
dicate? 



112 THE AIR BRAKE. 

A. The opening and closing of the supply valve of the feed 
valve. 

Q. 329. If the gage hand does not fluctuate, what does it 
indicate ? 

A. That the supply valve piston is too loose a fit, and that 
the brake pipe leakage is being supplied past this piston and 
the regulating valve. 

Q. 330. How much variation should there be between the 
opening and closing of the feed valve supply valve? 

A. Not more than two pounds. 

Q, 331. If the variation is more than two pounds, what 
does it indicate? 

A. Undue friction of the parts or a sticky or dirty condi- 
tion of the operating parts of the valve, causing insufficient open- 
ing past the piston. 

Q. 332. If the feed valve charges the brake pipe to a pres- 
sure higher than that for which it is adjusted, what does it in- 
dicate ? 

A. That the piston has been made too tight a fit by oil 
or water. 

Q. 333. If the feed valve charges the brake pipe too slowly 
when nearing its maximum, what does it indicate? 

A. Either a loose fitting piston or a gummy condition of 
the regulating valve. 

REDUCING VALVE TEST. 

Q. 334. How should the C-6 reducing valve be tested? 

A. First, with the system charged to standard pressure, 
fully apply the independent brake (handle in slow-application 
position) and note the amount of brake cylinder pressure ob- 
tained. 

Q. 335. What should this pressure be? 

A. Forty-five pounds 

Q. 336. If, in this test, the brake cylinder pressure is other 
than forty-five pounds, what does it indicate? 

A. A leaky supply valve, a leaky regulating valve, or that 
the reducing valve is out of adjustment. 

Q. 337. After completing the test, what next should be 
done? 

A. Release the brake and make an application in quick-ap- 
plication position. 

Q. 338. How can the reducing valve be tested for sensi- 
tiveness ? 



IVO. 6 "^. 7'." EQUIPMENT. 113 

A. By applying a test sage to the signal line hose, and pro- 
duce a leakage of from seven to ten pounds per minute in the 
signal line pipe and note the fluctuation of the gage pointer. 

Q. 339. What is important in making this test? 

A. It must be known that the combined strainer and check 
valve is in a condition to permit a free flow of air through it. 

Q. 340. What other diseases might affect the operation of 
the reducing valve? 

A. Those given in questions 329 to 333 for the feed valve. 

AUTOMATIC BRAKE VALVE TEST. 

Q. 341. What should be observed concerning the automatic 
brake valve? 

A. That all its pipe connections are tight and that the 
handle moves freely between its various positions and that the 
handle latch and its spring are in good condition. 

Q. 342. If the handle does not operate easily, what are 
the probable causes? 

A. A dry rotary valve sent, n dry rotary valve key gasket 
or a dry handle laloh. 

Q. 343. What should be done? 

A. Rotary valve and seat, rotary valve key and handle latch 
should be properly lubricated. 

Q. 344. What is the proper method of lubricating the 
valve and seat? 

A. Close the double-heading cock under the brake valve, 
then the main reservoir cut-out cock and after the air pressure 
has escaped, remove the oil plug in the valve body and fill the 
oil hole with valve oil. 

Q. 345. After filling the oil hole and before replacing the 
oil plug, Avhat should be done? 

A. The handle should be moved a few times between release 
and emergency positions to permit the oil to work in between 
the rotary valve ana its seat. The oil hole should then be re- 
filled and the oil plug replaced. 

Q. 34G. Ho'W should the rotary valve key and gasket be 
lubricated? 

A. Remove the cap nut from the rotary valve key and fill 
the oil hole, 

Q. 347. Before replacing the cap nut, what should be done? 

A. Push down on. the key and rotate the handle a few times 
between release and emergency positions ; then refill the oil hole 
and replace the cap nut. 



114 THE AIR BRAKE. 

Q. 348. If the handle latch becomes dry, what should be 
done ? 

A. Lubricate the sides of the latch and the notches on the 
quadrant. 

Q. 349. If, with the handle in release, running, holding or 
lap positions, there is a leak at the brake pipe service exhaust, 
what does it indicate? 

A. That the equalizing piston valve is unseated, probably 
due to foreign matter, 

Q. 350. How can this leak usually be stopped? 

A. By closing the double-heading cut-out cock under the 
brake valve, making a heavy service application and returning 
the brake valve handle to relealse position. This will cause a 
heavy blow at the service exhaust fitting and usually remove the 
foreign matter and allow the valve to seat. 

Q. 351. With the handle of the automatic brake valve in 
service application position, brake pipe pressure seventy pounds, 
how long should it take to reduce the equalizing reservoir pres- 
sure twenty pounds? 

A. From six to seven seconds. 

Q. 352. From a brake pipe pressure of 110 pounds, how 
long should it take? 

A. From five to six seconds. 

Q. 353. In case the equalizing reservoir pressure reduces 
considerably faster than the time given, what is the probable 
cause ? 

A. Either an enlarged preliminary exhaust port, leakage past 
the rotary valve, seat, lower gasket, or in the equalizing reser- 
voir and its connections to the brake valve or gage. 

Q. 354. If the reduction, is materially slower than the 
figures given, what is probably the cause? 

A. A partial stoppage of tLe preliminary exhaust port or 
leakage into the equalizing reservoix. 

Q. 355. How should test be made for a leaky rotary valve? 

A. By placing the brake valve handle in service position and 
allowing it to remain there until the brake pipe gage pointer 
drops to zero ; then close the double-heading cock under the brake 
valve and place the brake valve handle on lap. If a blow starts 
at the brake pipe exhaust, it indicates a leak by the rotary 
valve into the brake pipe ; if an increase of pressure is noted on 
the equalizing reservoir gage it indicates a leak past the rotary 
valve or body gasket into the chamber above the equalizing piston 
and reservoir. 

Q. 356. During this test, if an increase of brake cylinder 
pressure results or the safety valve blows intermittently, what 
does it indicate? 



2V0. 6 "E. Tr EQUIPMENT. 115 

A. A leak by the rotary valve into the application cylinder 
of the distributing valve. 

Q. 357. With the brake valve handle on lap position after 
making a service application, if the brake pipe service exhaus: 
continues to blow and the air gage indicates a fall in pressure in 
both the equalizing reservoir and brake pipe, vv^here should the 
trouble be looked for? 

A. In the equalizing reservoir and its connections, both to 
the brake valve and to the air gage, and also the inner tube of 
the gage. 

INDEPENDENT BRAKE VALVE TEST. 

Q. 358. What are the important things to observe in con- 
nection with the independent brake valve? 

A. That no external leakage exists in the brake valve or its 
pipe connections and that the handle and return spring work 
freely and properly. 

Q. 359. What can cause the handle to move hard? 

A. Lack of lubrication on the rotary valve and seat, rotary 
valve key and gasket or handle latch, same as with the auto- 
matic brake valve. 

Q. 360. What should be done to make the handle move 
freely? 

A. Follow the same recommendations as prescribed for the 
automatic brake valve. 

Q. 361. Should the handle continue to work hard after the 
parts have been lubricated, where is the trouble? 

A. Probably something is wrong with the return spring or 
its housing. 

Q. 362. How should test for leaky rotary valve be made? 

A. Make a partial independent application of the brakes, 
place the handle on lap, and note if brake cylinder pressure in- 
creases gradually to the limit of adjustment of the reducing 
valve. 

Q. 363. Should the handle fail to automatically return to 
running position or to slow-application position, what is the prob- 
able cause ? 

A. Too much friction of the moving parts or a weak or 
broken return spring. 

DISTRIBUTING VALVE TEST. 

Q. 364. With the system charged to standard pressure, if a 
five-pound service reduction in brake pipe pressure fails to apply 
the locomotive brake, what is the probable cause? 

A. Excessive friction in one or more of the operative parts 
of the distributing valve. 



116 THE AIR BRAKE. 

Q. 365. How should the test be made to determine which 
of the operating parts caused the trouble? 

A. By recharging and then making a slow independent appli- 
cation. If the brake applies properly, the indications are that 
the trouble is in the equalizing portion of the distributing valve ; 
if it does not, the indications are that it is in the application 
portion. 

Q. 366. How frequently should the distributing valve be 
cleaned and oiled? 

A. At least every six months. 

Q. 367. What parts of the distributing valve should be 
lubricated ? 

A. All operating parts. 

Q. 368. If water is found in the distributing valve, what 
is usually the cause? 

A. Improper piping on the locomotive ; not sufficient length 
of radiating pipe between the compressor and reservoirs. 

Q. 369. How should the equalizing piston, slide valve and 
graduating valve be removed from the distributing valve? 

A. Remove the equalizing cylinder cap and carefully pull 
out the piston, and valves so as not to injure them, 

Q. 370. Ho'w should the application piston, application 
valve and exhaust valve be removed? 

A. First take off the application valve- cover and remove 
the valve, then take out the application valve pin, after which 
the application cylinder cover should be removed and the piston 
and exhaust valve carefully pulled out. 

Q. 371. Must the application valve pin always be removed 
before attempting to take out the application piston and exhaust 
valve? 

A. Yes ; if this is not done, damage will result, as the piston 
cannot be taken out unless the pin is removed. 

Q. 372. With the valves removed from the distributing 
valve, what should be done? 

A. Air should be blown through the ports and passages to 
remove any foreign matter. 

Q. 373. Before assembling the parts, what should be done? 

A. All seats and bushings should be thoroughly cleaned and 
carefully examined to see that no lint is on the seats. 

Q. 374. What else should be given attention? 

A. The feed groove in the equalizing piston bushing should 
be carefully cleaned out. 

Q. 375. What should be the resulting brake cylinder pres- 
sure from a ten-pound brake pipe reduction? 



:S^0. 6 "E. Tr EQUIPMENT. 117 

A. About twenty-five pounds. 

Q. 370, For each pound reduction of biake pipe pressure, 
what should be the resulting brake c.vlinder pressure? 

A. About two and one-half pounds. 

Q. 377. If, after a partial service application has been 
made and the brake valve lapped, the brake cylinder pressure con- 
tinues to increase, what are the causes? 

A. The most probable cause is brake pipe leakage. Others 
may be a leak past the automatic rotary valve, the independent 
rotary valve, the equalizing valve, or the graduating valve in the 
distributing valve. 

Q. 378. What brake pipe pressure should be used when 
testing the ET Equipment? 

A. Seventy pounds. 

Q. 379. Why? 

A. With seventy pounds brake pipe pressure the point of 
equalization is below the adjustment of the safety valve. W'ith 
110 pounds pressure the point of equalization is above the adjust- 
ment of the safety valve and therefore leakage could not be so 
easily discovered. 

Q. 380. How is the source of leaks determined? 

A. By making a partial service application and observe to 
what figure the brake cylinder pressure rises. If it increases to 
fifty pounds and remains constant, it indicates brake pipe leakage. 

Q. 381. If the increase in the brake cylinder pressure is due 
to a leaky rotary in tne automatic brake valve, how may it be 
detected ? 

A. The brake cylinder pressure will increase up to the limit 
of adjustment of the safety valve, causing it to blow. 

Q. 382. If brake cylinder pressure increases to forty-five 
pounds and stops, where may the trouble be looked for? 

A. In the independent brake valve, due to a leaky rotary. 

Q. 383. With the safety valve removed and the brake ap- 
plied with a partial service application, if a continuous leak exists 
at the safety valve connection to the distributing valve, what 
would probably be the cause? 

A. A leaky graduating or equalizing valve. 

Q. 384. If the equalizing valve leaks, how can it be de- 
tected? 

A. By a steady discharge of air through the exhaust port 
of the automatic brake valve when the handle of both this brake 
valve and the independent brake valve is in runninrj position. 

Q. 385. If, with a service application there is an intermit- 
tent blow at the brake cylinder exhaust port, what does it in- 
dicate? 



118 THE AIR BRAKE. 

A. A leaky application valve, provided the application cy)« 
Inder and the application cylinder pipe is tight. 

Q. 386. What indicates exhaust valve leakage? 

A. A continuous discharge of air from the exhaust port whefi 
the brake is applied. 

Q. 387. If after a service application the equalizing piston, 
slide valve and graduating valve move to release position be- 
cause of graduating valve leakage, will the locomotive release? 

A. On the engine from which the brakes are being operated 
the locomotive brake will not release, but on the second engine in 
double headers or helpers with the brake valves cut out (doubh>- 
heading cock closed) the locomotive brake will release. 

Q. 388. Why does not the brake release on the locomotive 
from which the brakes are being operated? 

A. Because under these conditions the automatic brake valv« 
is on lap; consequently the air cannot exhaust from the applic?\« 
tion chamber. 

Q. 389. Why will the brake release on the second locom(- 
tive or helper? 

A. Because the release pipe is open to the atmosphere. 

Q. 390. If the brake released after an automatic applicji* 
tion, when the handle is placed in release or holding position, buc 
remains applied after an independent application, where wouM 
you look for the trouble? 

A. It is caused by a leak from the distributing valve re- 
lease pipe, between the automatic and the independent .braki<» 
valves. 

Q. 391. If the brake releases after an independent applica^ 
tion, but remains applied after an automatic application, what 
would cause the trouble? 

A. A leak in the distributing valve release pipe between 
the distributing valve and the independent brake valve. 

Q. 392. If the brake releases after either an automatic or 
an independent application, what would cause the trouble? 

A. A leak from the application cylinder pipe or past the 
application cylinder cap gasket. 

Q. 393. How could a weak or broken application piston 
graduating spring be detected? 

A. If this spring becomes weak or broken, the application 
portion of the distributing valve would not be as sensitive to 
graduation. 

Q. 394. How should test for leakage in the application cyV- 
inder pipg be made? 



1^0. 6 "^'. t:' equipment. 119 

A. Make a service application of the brake, lap the handle 
and note if the brake remains applied. If it does not, it indicates 
that the application cylinder pipe or possibly that the applica- 
tion cylinder cap gasket is leaking. 

Q. 395. To determine if the release pipe is leaking, how 
should test be made? 

A. Make a service application of the brake with the auto- 
matic brake valve. If the brake remains applied with handle in 
lap position but releases when handle is returned to holding, it 
indicates release pipe leakage. 

Q. 396. If the brake cylinder pressure does not remain at 
that to which it is applied, what is the cause? 

A. Leakage from application chamber, application cylinder 
or their pipe connections. 

BRAKE CYLINDER LEAKAGE TEST. 

Q. 397. Can brake cylinder leakage be readily determined 
with ET Equipment? 

A. Yes. 

Q. 398. How? 

A. By noting the number of strokes which the compressor 
makes in a given period of time. Then apply the brake with the 
independent brake valve and after the compressor has restored the 
main reservoir pressure again note the number of strokes. The dif- 
ference in the number of strokes indicates the amount of leak- 
age in the brake cylinders. 

Q. 399. Is there any other method of determining brake 
cylinder leakage? 

A. Yes ; apply the brake with the independent brake valve, 
then close the cut-out cock in the distributing valve supply pipe 
and observe the brake cylinder gage. The gage will indicate the 
amount of leakage from the brake cylinders. 

Q. 400. Can it be determined which of the brake cylinders 
is leaking? 

A. Yes. 

Q. 401. How? 

A. Apply the brake with the independent brake valve and 
close the cut-out cock in the distributing valve supply pipe, then 
close the cut-out cocks in the pipes leading to the truck brake 
cylinder, driver brake cylinder and tender cylinder in order, not- 
ing the gage after each cock is closed. 

SAFETY VALVE TEST. 
Q. 402. What attention should be given the E-6 Safety 
Valve? 



120 THE AIR BRAKE. 

A. It should be noted that the safety valve is screwed prop- 
-erly in place, that the cap nut is screwed down on the regulating 
nut, making an air tight joint with the body, and that all vent 
holes and ports are open. 

Q. 403. If the cap nut is not screwed down properly, what 
would be the effect? 

A. The valve and its stem would have too much lift and the 
leakage of air around the threads of the regulating nut to the 
atmosphere would interfere with its proper operation. 

Q. 404. How should the safety valve be tested to determine 
if it is properly adjusted? 

A. Make an emergency application of the brake, allowing the 
handle to remain in emergency position, and note if the proper 
brake cylinder pressure is obtained. 

Q. 405. What brake pipe pressure should be used when test- 
ing the safety valve? 

A. 110 pounds. 

Q. 40G. Within what limits should the safety valve limit the 
locomotive brake cylinder pressure? 

A. Between 68 and 70 pounds. 

Q. 407. If the safety valve is adjusted at 68 pounds, and 
the pressure increases above 70 pounds, what would be the cause? 

A. The holes leading from the spring chamber of the valve 
are restricted or the piston valve has worn loose. 

Q. 408. If the safety valve permits the pressure to reduce 
considerably below 68 pounds before closing, niiat would be the 
trouble ? 

A. The holes leading from the spring chamber of the valve 
have been enlarged or gum or dirt has made the piston valve 
too close a fit. 

Q. 409. Within what limits should the safety valve limit 
the locomotive brake cylinder pressure for ordinary service appli- 
cations (110 lbs. brake pressure)? 

A. Between 65 and 70 pounds. 

AIR SIGNAL SUFPLY SYSTEM TEST. 

Q. 410. In testing the air signal, what should first be done? 

A. The signal pipe should be charged and all stop cocks, 
joints and unions carefully examined for leakage. 

Q. 411. How can it be determined whether the proper pres- 
sure is being carried in the signal line? 

A. By attaching a test gage to the signal line hose. 



NO, 6 "^. 2'." EQUIPMENT. 121 

Q. 412. What would a too high signal pipe pressure indi- 
cate? 

A. That the reducing valve was improperly adjusted or was 
leaking. 

Q. 413. What effect might this have? 

A. In combination with a leaky signal line it might cause the 
signal whistle to blow when an independent application of the brake 
is made. 

Q. 414. How can reducing valve leakage be determined? 

A. Bj^ making a signal pipe reduction and noting if the pres- 
sure gradually increases after the standard maximum signal .pipe 
pressure has been attained. 

Q. 415. With a reasonably tight signal pipe, if the whistle 
blows when an independent application of the brake is made, 
what would be the cause? 

A. A leaky check valve in the combined strainer and check 
valve. 

Q. 416. If, in charging up the signal pipe the test gage indi- 
cates a too slow increase of pressure, where should the trouble be 
looked for? 

A. Probably an obstruction in the strainer or choke fitting or 
a loose fitting feed valve piston. 

Q. 417. If, Avith the signal system of the locomotive fully 
charged, the signal whistle blows, what is the probable cause? 

A. Leakage in the signal system and a sluggishly operating 
reducing valve. 



I 



PART II. 



THE NEW YORK B-3 LOCOMOTIVE 
BRAKE EQUIPMENT. 



I 



THE NEW YORK B-3 LOCOMOTIVE BRAKE 
EQUIPMENT. 

This locomotive brake equipment is known as the B-3 equip- 
ment, and is arranged in four different schedules to cover the gen- 
eral requirements of railroad service. 

Schedule B-3 is for engines in passenger or freight service, 
where but one brake pipe pressure is used. Both pump governor 
and pressure controller have single regulating heads, which should 
be adjusted for the standard brake pipe and main reservoir pres- 
sure. 

Schedule B-3S is for switch engines only. A single pump 
governor and single pressure controller are used. The controller 
-.s set to give a brake pipe pressure of 70 pounds and the pump 
governor for 90 pounds main reservoir pressure, for ordinary- 
switching service. However, when the engine is used for passen- 
ger switching service, and handles trains that are using 110 pounds 
brake pipe pressure, the pump governor should be adjusted to 110 
pounds main reservoir pressure. "When handling a train using the 
bigh pressure, close cock No, 2 between the regulating and supply 
TJortions of the controller. This renders the controller inoperative, 
•allowing the main reservoir pressure of 110 pounds to pass to the 
Drake valve and brake pipe, so that trains using the high speed 
t>rake can be handled without delay without the necessity of carry- 
:.iig additional apparatus. A quick release valve is furnished with 
■ihis schedule, to be placed in the straight air pipe, so that the 
brakes can be released quickly, permitting quicker movement. The 
divided reservoir and accelerator valve are not furnished with this 
schedule. The supplementary reservoir is substituted for the 
divided reservoir. 

Schedule B-3HP is for freight service where heavily loaded 
trains are handled on heavy grades, or loads handled down grades 
and empties up. Both regulating portions of the pump governor 
and pressure controller are duplex, so that pressures of 70 and 90 
pounds can be carried in the brake pipe and 90 and 110 pounds in 
the main reservoir for the ordinary brake pipe pressure and the 
ijigh pressure control. 



126 THE AIB BRAKE. 

For the operation of these duplex regulating portions, three- 
way cocks are provided, being connected as shown in the piping 
diagram. To operate these cocks, turn the handle in line with the 
pipe leading to the regulating head to be used, high or low pres- 
sure as desired. This will cut in the head to regulate the supply 
portion, and cut off the pressure to the one not in use. 

Schedule B-3HS is the high speed brake. It includes the 
duplex pressure controller and the duplex pump governor. The 
regulating heads of the pressure controller should be adjusted to 
70 pounds and 110 pounds for brake pipe pressure, and the pump 
governor heads adjusted to 90 pounds and 130 pounds for the 
main reservoir pressure. A union four-way cock is used with 
the regulating heads of the pressure controller. This is a special 
cock with a connection to each regulating top, one to the supply 
pipe, between the controller and brake valve, and one to the pipe 
between the brake valve and accelerator reservoir. When the 
handle of the four-way cock is in the position to operate the regu- 
lating head adjusted to 110 pounds brake pipe pressure, a small 
port in the accelerator reservoir connection is brought into com- 
munication with a port to the atmosphere. The object of this 
port is to prevent more than the usual predetermined reduction of 
brake pipe air, obtained in the graduating notches, taking place 
with 110 pounds pressure. A union three-way cock connected to 
the main reservoir and pump governor regulating tops is used to 
change the main reservoir pressures. 

The piping diagrams of the four schedules of the B-3 equip- 
ment, shows the several parts comprising each schedule, as well 
as the proper pipe connections. This equipment is an improve- 
ment on former equipments. It not only includes all necessary 
features for the automatic brake, but also a straight air brake for 
the locomotive and tender, all operated by the automatic brake 
valve, without any additional positions. 

Some of the notable improvements incorporated in the B-3 
brake valve, which will be appreciated by those who come In con- 
tact with it, are : the use of tap bolts instead of screws to fasten 
the valve cover to the body; port O is cored in the valve body 
instead of being drilled through the cover; the projection for cen- 
tering the piston packing leather EV 107 is on the piston instead 
of on the follower. A new packing leather can now be applied 
without removing the piston from the brake valve. It is only 
necessary to remove the back cap and the piston follower. 

Other parts of the equipment fully described under their dif- 
ferent headings are the li/4'' pressure controller by which tho 
brake pipe pressure is regulated ; the accelerator valve which assists 
the brake valve in discharging brake pipe air when making service 
applications with long trains, the %" controller which controls 
the straight air brake pressure; the high speed controller which 
acts as a reducing valve for the driver and truck brake cylinders, 
the lever safety valve and the quick release valve. 



N^ Y. B-S EQUIPMENT. 127 

MANIPULATION. 

To apply the automatic brakes on the locomotive and train, 
move the handle of the brake valve to the graduating notch nec- 
essary to make the required brake pipe reduction. 

To release both locomotive and train brakes, move the handle 
to Eunning and Straight air release position. 

To release the train brakes and hold the locomotive brakes set, 
move the handle to Automatic release and Straight Air Applica- 
tion position. 

To apply the locomotive brakes (Straight Air), move the 
handle to Full Automatic release and Straight Air Application 
position. 

To release the locomotive brakes move the handle to Eunning 
and Straight Air release position. 

To apply the brakes in an emergency, move the handle quickly 
to Emergency position and leave it there until the train stops. 

In case the automatic brakes are applied by the bursting of a 
hose, the train parts, or a conductor's valve is opened, place the 
handle in Lap position to retain the main reservoir pressure. 

To graduate off or entirely release the locomotive brakes while 
holding the train brakes applied, use the lever safety valve to 
make the required reduction. 

The handle of the brake vUlve will be found to^ work freely and 
easily at all times, as the pressure on the main slide valve does 
not exceed the maximum brake pipe pressure. 

The cylinder gauge will shoAV at all times the pressure in the 
locomotive brake cylinder and should be observed in brake manip- 
ulations. 

Where there are two or more locomotives in a train, cut-out 
cock No. 1 should be turned to close the brake pipe and the brake 
valve handle carried in Eunning and Straight Air release position 
on all locomotives except the one from which the brakes are oper- 
ated. 

In case it becomes necessary to cut out the Straight Air brake, 
close cut-out cock No. 3, located in the straight air pipe. 

To cut out the automatic brake on the engine, close cut-out 
cock No. 6, located in the pipe connecting the triple valve with 
the double check valve. By locating the cut-out cock at this point 
the auxiliary reservoir will remain charged if the brake is cut out, 
and can be cut in immediately should it be so desired. This cut- 
out cock and also cut-out cock No. 3 are special; they are of the 
three-way pattern and when turned off drain the pipes leading to 
the double check valve, which insures the check valve remaining 
seated in the direction of the closed cock. If desired, cut-out 
cock No. 8 can be substituted for cock No. 6; the latter is, how- 
ever, recommended. 

The main reservoir cock No. 4 is to cut off the supply of air 
when removing any of the apparatus except the governor. 



12S 



TEE AIB SHAKE. 




B-3 Brake Valve. 



N. Y. B-3 EQUIPMENT. 13) 

The straight air controller is to limit the pressure in the driver, 
truck and tender brake cylinders for the straight air brake, and 
should be adjusted to 40 pounds pressure. 

Cut-out cocks Nos. 5, 6 and 7 are recommended when truck 
brake is used, their purpose being fully understood. Nos. 9 and 
10 can be added, if desired, so that the driver brake cylinders and 
reservoir can be cut out and engiue truck brake operated by truck, 
brake reservoir. 

B-3 BKAKE VALVE. 

Figure 1 is a longitudinal side section of the brake valve (Eun- 
ning position), showing the main slide valve EV 312, and how the 
graduating valve EV 317 is controlled by the piston EV 311 and 
lever EV 302, also port O in the back cap, closed by the vent 
valve, EV 180. This view also shows the different positions of the 
brake valve handle. Fig. 3 is a cross section through the valve 
(rear view). Fig. 4 is a cross section through the main slide 
valve, EV 312. This view shows the main reservoir and brake 
pipe connection. It also shows the location of passage H, which 
connects the supplementary reservoir and chamber D, back of 
piston EV 311, also port O drilled to the slide valve seat and 
cavity E in the slide valve. Fig. 2 is a top view of the valve 
with the cover, slide valve and handle removed, showing the seat 
and connections for the straight air and divided reservoir pipes. 
A shows the opening through the slide valve seat to the brake 
valve chamber A, beneath the slide valve. B is a cavity back of 
the slide valve seat, into which the air flows from the main reser- 
voir pipe, although all the space under the valve cover and above 
the slide valve is known as chamber B. C is the exhaust passage. 
V is through to the exhaust passage and is an exhaust port for 
the straight air brake in running and straight air release positions, 
and is also an exhaust port for the air from chamber D, through 
port O in the release, running and lap positions. Port T is to the 
accelerator reservoir. Port W is to the passage H and the sup- 
plementary reservoir. The location of port O in the seat is also 
shown. 

Port is used for the purpose of venting air from chamber 
D to the atmosphere, so as to permit piston EV 311 to return to 
its normal position (Fig. 1), when releasing brakes. It runs from 
the vent valve seat through the back cap, lengthwise through the 
body of the brake valve to a point shown in Fig. 4, thence up to 
the seat of the slide valve. It is connected to the exhaust passage 
by cavity E in the slide valve, and port V in the seat, in full re- 
lease, running and lap positions. 

Chamber D air is prevented from escaping to the atmosphere 
in these positions by the vent valve EV 180 on the end of piston 
EV 311. Just before the slide valve reaches the first graduat- 
ing notch, it covers port O, so that when the piston moves forward 



180 



THE Am BRAKE. 




EV3C(7 

Eveo 

EVI58 

-3" COPPER PIPE 
TO ACCELERATOR' 
RESCRVOIft 



n> 



* 



ffiXi 



@ 



MdgM±mXi 



'\epp\^^--A " '-b 



■^"-mi 



O SUPPLEMENTARV 



Fig. 2. 



N. Y. B-3 EQUIPMENT. 13] 

to automatically close the service exhaust port F, and unseats vent 
valve EV 180, chamber D air only gets to the face of the slide 
valve. When the brake valve is placed in the full release, running 
or lap positions, air from chamber D flows through port O, cavity 
E and port V to the atmosphere until the pressure in chamber D 
is slightly below that in chamber A (brake pipe), when the brake 
pipe pressure being the greater it forces piston EV 311 to the po- 
sition shown in Fig. 1, seating the vent valve, and preventing fur- 
ther escape of chamber D air. 

EV 326 is a pipe bracket bolted to the side of the brake valve. 
It has two pipe connections, one to the main reservoir and the 
other to the brake cylinders. Dotted lines show the cored passage 
from the main reservoir connection to port N, and from port E to 
the cylinder pipe connection. 

Figure 5 shows the face of the slide valve. F and G are the 
service exhaust ports and are connected by a passage through the 
center of the slide valve. J and K are the emergency exhaust 
ports connected by passages on each side of the central passage, 
connecting F and G. S is a small port connected by passage X to 
the elongated port Ac, which registers with port T in the seat in 
all the service application positions. P is a groove whose func- 
tion is to connect port W and the supplementary reservoir Avith 
brake pip? pressure in release and running positions. L is a 
passage through which air passes from the main reservoir pipe to 
the brake cylinder pipe in straight air application position. R is 
a cavity connecting ports E and V in the running and straight air 
release positions to release the straight air brake and and V 
in release, running and lap positions. It also permits the partial 
opening of port N to E in the last graduating notch and full open- 
ing in emergency position. Ports M are through the slide valve 
and are for charging the brake pipe. 

Main reservoir air, reduced to brake pipe pressure by the pres- 
sure controller, flows into chamber B. The slide valve EV 312 
controls the flow of air from the main reservoir to the brake pipe 
and from the brake pipe to the atmosphere. The brake pipe i^ 
connected to chamber A. Discharge of brake pipe air to the 
atmosphere for service applications occurs through ports F and G 
and exhaust passage C, but for emergency applications through 
ports J and K and exhaust passage C. In full automatic release 
position air is free to pass from the main reservoir to the brake 
pipe through ports M, and past the end of the slide valve EV 312. 
In the running position ports M only are open betewen the main 
reservoir and brake pipe, but they are sufficiently large to permit 
release of train brakes. Small slide valve EV 317 is a cut-off or 
graduating valve operated by piston EV 311 and lever EV 312. 
In service applications it automatically laps port F and stops the 
discharge of brake pipe air when the brake pipe reduction corre- 
sponding to the service graduating notch in which the handle is 
placed has been made. Piston EV 311, which is exposed on one 



N. Y. B-3 EQUIPMENT. 



133 



side to brake pipe pressure and on the other to chamber D or sup- 
plementary reservoir pressure, through the agency of lever EV 302 
causes valve EV 317 to move automatically v^^hatever distance is 
necessary to close port F. 




W N L E V O 

Fig. 6. 



EELEASE POSITION. 

Automatic Release and Straight Air Application Position 
(Fig. 6). The purpose of this position is to promptly release 
and recharge the automatic brakes and to apply the straight air 
brakes or retain the pressure in the locomotive and tender brake 
cylinders. In this position air flows directly from chamber B 
(main reservoir), into chamber A (brake pipe), past the end of 
the slide valve and through ports M. Port O is open to the at- 
mosphere through port V to permit piston EV 311 to return to its 
normal position. Port T is open to the atmosphere through J and 
C. The supplementary reservoir is being charged to brake pipe 
pressure through groove P and port W from chamber A. Port E 
is brought into communication with port N by passage L, permit- 
ting air to pass to the locomotive and tender brake cylinders 
through the straight air pipe and double check valve until shut off 
by the %" pressure controller, the regulating top of Avhich is con- 
nected to the straight air pipe and adjusted at 40 pounds. By 
placing the valve handle about midway between release and run- 
ning positions the straight air ports can be lapped, making it pos- 
sible to increase or decrease the brake cylinder pressure as may 
be necessary. 



RUNNING POSITION. 

Running and Straight Air Release Position (Fig. 7). This 
is the proper position in which to place the handle when 
wishing to release the train and locomotive brakes simultaneously, 
or to release the straight air brake when it only has been applied. 



1^4 



TEE AIR BRAKE. 
A F S J C T X Ac 




W N 

Fig. 7. 



L E J V 

EuNNiNG Position. 



Air passes from the main reservoir to the brake pipe through ports 
M. Port N is closed. Port E is brought into communication 
with port V and the atmosphere by cavity E, releasing the straight 
air brake. Ports and T are still open to the atmosphere as in 
full release position. Port T is open to the atmosphere through 
J and C in release and running positions, so that in case of a re- 
lease follovring a partial application, the accelerator reservoir 
pressure can escape and prevent the operation of the accelerator 
valve. Groove P still holds port W in communication with the 
brake pipe pressure in chamber A. 




WLNJERVO 

Fig. 8. Lap Position. 

Lap Position (Fig. 8). The brake valve handle should be 
placed in this position when a hose bursts, the train parts or a 
conductor's valve is opened to save the main reservoir air. All 
ports are closed in this position excepting port O, which is open 
to the atomsphere through port V and the exhaust passage in re- 
lease, running and lap positions. 

Service Application Position (Figs. 9 and 10). This position 
is for the purpose of gradually applying the brakes and is divided 



N. Y. B-3 EQUIPMENT. 



I3r, 



into five graduating positions designated by notches on the quad- 
rant. The reductions obtained in the different notches are re- 
spectively, 5, 8, 11, 15 and 23 pounds. The amount of the initial 
reduction should always be governed by the length of the train, 



AFSJCTXAc 




WLNJERVO 

Fig. 9. First Graduating Notch. 



speed, grade, etc. Always place the handle of the brake valve in 
the notch which will give the required reduction. When the 
handle of the brake valve is moved to the first graduating notch 
the slide valve is in the position shown. Port U is closed to pre- 
vent the escape of chamber D pressure. Port F is moved back 
of the graduating valve EV 317 and port G registers with the ex- 
haust port C. Brake pipe air now flows to the atmosphere. It 
also flows through port S, passage X and port T to the accelerator 
reservoir, building up a pressure to operate the accelerator valve. 




LWNJREVO 

Fig. 10. Last Graduating Notch. 



As soon as the pressure in the brake pipe reduces, the pressure in 
chamber D, being now greater than brake pipe pressure, it begins 
to expand to equalize with the brake pipe pressure. In doing so 
it moves piston EV 311 forward. The piston carries with it the 



lao TEE AIB BRAKE. 

lower end of the graduating valve lever EV 302, which is so pro- 
portioned that the graduating valve EV 317, on the other end of 
it, is just moved back far enough to close ports F and S when 
the pressures in chamber D and the brake pipe have equalized. 




U W J N R E 

Fig. 11. Emergency Position. 



This stops the flow of air from the brake pipe to the atmosphere 
and to the accelerator reservoir (see accelerator valve). This 
action is called automatic lap and it takes place in all the graduat- 
ing positions. A further reduction of the brake pipe pressure is 
made by moving the handle back to any of the service notches, the 
piston moving farther forward for each successive reduction. The 




EVI5( 
EV60 
EVI5I 



Fig. 12. 



Supplementary Eeservoir. Used With Switch En- 
gine Equipment, Schedule B3-S. 



action of the brake valve is the same and the ports are in the same 
relation to each other in all service positions of the brake valve 
except the last graduating position. In this position a partial 



i 



N. Y. B-3 EQUIPMENT. 137 

opening of port N admits air slowly to the locomotive and tender 
brake cylinders through cavity E and port E up to the adjustment 
of the controller on the straight air pipe. This is to insure full 
braking pressure on the engine with a full application, regardless 
of piston travel and brake cylinder leakage. 

Emergency Application Position (Fig. 11). This position 
is for the purpose of producing a quick, heavy reduction in brake 
pipe pressure so that all triple valves on the train will operate in 
quick action and apply the brakes in the shortest possible time. 

Ports J register with chamber A and K with the exhaust port 
C, allowing brake pipe air to escape rapidly to the atmosphere. 
Cavity R allows air from the main reservoir to pass through ports 
N and E to the locomotive brake cylinders, and the full pressure 
of the straight air. brake is maintained on the engine. 

PEESSUEE CONTEOLLEE. 

The pressure controller is in reality, a part of the brake valve, 
taking place of the excess pressure or feed valves, and is connected 
in the main reservoir pipe near the brake valve to control brake 
pipe pressure. The principle of operation is the same as a pump 
governor. The regulating and supply portions are separate, being 
connected by piping, and the regulating heads connect directly to 
the pipe between the supply portion and the brake valve. 

With the pressure controller the excess pressure is confined to 
the main reservoir, and while it has suflScient capacity to promptly 
release the brakes and recharge the auxiliary reservoirs on a train 
of any length, there is no danger of overcharging the auxiliary 
reservoirs on the forward end of the train. Thus the possibility 
of reapplication, due to the charging of the rear brakes when the 
auxiliary reservoirs on the forward end are overcharged, which is 
common without the use of the controller, is eliminated. 

The controller is made in two styles, single and duplex, to 
cover the requirements of the different schedules. Figs. 14 and 
15 are photographic views of a duplex pressure controller, regu- 
lating and supply portions. Fig. 16 is a sectional view of a 
duplex regulating portion and Fig. 17 a similar view, of a single 
regulating portion. Figs. 18 and 19 show the four-way, three- 
way and cut-out cocks, which are used to control the air pressure 
to the regulating heads. Fig. 21 is a sectional view of the supply 
portion. 

Eef erring to Fig. 21, connection with the main reservoir is made 
at ME, and by means of the cored passage air is free to pass to 
the under side of the valve, PG 95. Connection BV leads to the 
brake valve, main reservoir connection, and connection D to the 
regulating portion (single or duplex) connecting at D in Figs. 16 
and 17. 

In operation with either a single or duplex regulating portion, 
as soon as the pressure in the brake pipe is great enough to over- 



138 



TEE AIB BRAKE. 




-73 o to •-=: 



»^ I I I I 

H t- O Tti CO 

(« Oi O CO tJH 

<^ I—I C<l I— I 1— I 









o o '^.Si 

'3 '3 .ju 5 

pi f3 o =" 

g g S fl 



I I 






N. Y. B-3 EQUIPMENT. 139 

come the resistance of the spring PG 10, which is holding the 
diaphragm PG 13, seated over port B, the pressure will pass 
through passage E to connection D, and by piping to the space 
E, in the supply portion of the controller above the piston PG 4, 
fgrcing the piston and valve PG 95 down until seated, cutting off 
communication between main reservoir and brake pipe. 

As soon as the pressure falls in the brake pipe below the ad- 
justment of spring PG 10, the latter will force diaphragm PG 13 
to its seat, closing off port B, whereupon pressure in passage E 
and piping connecting supply and regulating portions and space E 
above piston PG 4 will immediately escape to the atmosphere 
through the small port C, in the regulating head of the controller, 
after which main reservoir pressure will lift valve PG 95 off its 
seat and again open communication to the brake valve, thus main- 
taining a constant pressure in the brake pipe. 

Port X in the supply portion of the controller connects the 
under side of piston PG 4 with atmosphere, so that it will be free 
to operate and to discharge any leakage by the ring PG 24 or 
valve PG 95. 

The regulating portions are provided with brackets, so that 
they can be attached to the cab in some convenient place where 
they will be handy for adjustment. The adjustment of these reg- 
ulating heads is accomplished by means of nut PG 35, which reg- 
ulates the tension of spring PG 10. 

As each regulating head has a vent, port C, to avoid unneces- 
sary waste of air, one of these heads should be plugged with a 
screw, PG 33, with all duplex regulating portions. 

The hand wheel, PG 45, can be used in case of any defect that 
would cause a sluggish action of the controller. By screwing tho 
wheel up, it will lift the valve, PG 95, off its seat and allow the 
free passage of air from the main reservoir to the brake valve. 
The controller will then be inoperative, main reservoir and brak© 
pipe pressures will be equal until the controller is again restored 
to its operative condition. 

By referring to the piping diagrams, it will readily be seen 
how the three-way cock is connected with the regulating heads in 
schedule B3-HP, and how the four-way cock is connected to the 
regulating heads and accelerator reservoir in schedule B3-HS. 

As before stated, the cut-out cock shown in Fig. 20 is, used with 
the B3-S equipment between the regulating and supply portions. 
When the cut-out cock is closed the supply portion of the con- 
troller is cut off, making it inoperative for the reasons stated in 
the instructions already given. 

A %" controller is used to control the straight air brake pres- 
sure. It is located in a %" pipe, which is attached to the main 
reservoir pipe between the cut-out cock. No. 4 and the li/4" con- 
troller, and leads to the main reservoir connection of the pipe 
bracket, EV 326. The regulating head is connected to the 
straight air pipe between the pipe bracket and the double check 



140 



TRE AIB BRAKE, 




Fig. 14. Duplem Eegulating Portion of Pressure Controlleh. 




Fig. 15. Supply Portion or Pressure Controller. 



N. r. B-S EQUIPMENT. 141 

valve. It is adjusted to 40 pounds and maintains that pressure 
in the locomotive brake cylinders when the straight air brake is 
applied. Its operation is identical with that of the 1^" pressure 
controller. 

ACCELEEATOE VALVE. 

It is well known that with the ordinary brake valves alone, it 
is almost impossible to set all the brakes on trains of 75 to 100 
cars without making a very heavy reduction. This is caused Ly 
the back flow of air from the auxiliary reservoirs to the brake pipe 
through the feed grooves, and from the brake cylinder to the 
atmosphere through the leakage grooves. It is the result of the 
comparatively slow brake pipe reduction through the service appli- 
cation ports of the brake valves, which for obvious reasons cannot 
be enlarged. The accelerator valve was designed to overcome this 
difficulty. Its duty is to assist the brake valve in discharging 
brake pipe air when making service applications on long trains, 
and to bring about a more uniform and prompt application of the 
brakes than is possible with the ordinary brake valves. It oper- 
ates only when a service application of brakes is made with the 
brake valve and then only when the volume of brake pipe air is 
sufficient to warrant its use. The reductions, however, are no 
greater with the accelerator valve than with the former types of 
brake valves, as the automatic cut-off of the brake valve controls 
the flow of air that actuates the accelerator. This valve does 
exactly what its name would imply. It accelerates the discharge 
of brake pipe air. The operation of the accelerator valve is auto- 
matic, it opens about four seconds after the brake valve handle 
has been moved to the graduating notch and closes in about the 
same length of time after the graduating valve has closed ports F 
and S in the slide valve. It requires from about 10 to 12 pounds 
pressure in the large compartment of the divided reservoir to oper- 
ate it, consequently, it does not open with a shorter train than 
eight cars, as with that length of a train the automatic lap of the 
brake valve takes place before sufficient pressure has been accu- 
mulated in the divided reservoir to move the piston of the accel- 
erator valve down against the spring. 

It is bolted to the divided reservoir, the large chamber of 
which is the accelerator reservoir and the small one the supple- 
mentary reservoir. 

The arrangement of piping to it is shown in the piping dia- 
grams. Fig. 22 is an outside view of the valve showing the brake 
pipe connection and exhaust elbow. Fig. 23 is a sectional view. 
The working parts are the piston BV 65, slide valve EV 64 and 
slide valve spring EV 656, valve stem EV 67, with leather seat 
EV 70 and spring QT 231. 

Brake pipe pressure is always present in chamber O, around 
the slide valve EV 74, and is prevented from escaping to chamber 



142 



TEE AIE BBAKE. 




Fig. 16. 




^TEael 



Fig. 17. 



N. r. B-3 EQUIPMENT 



143 



L^ 



ilG. 18. 




Fig. 19. 




Fig. 20. 




Fig. 21. 



144 



TEE AIB BRAKE. 




Fig. 22. Accelerator Valve. 



N. T. B-3 EQUIPMENT. 145 

B by the leather seat EV 70, which is held to its seat by the 
spring QT 231. There is an oblong port, a, in the slide valve, 
and a triangular port, &, in the slide valve Dush, with its point up- 
ward. When the brake valve is placed in the service position 
port S in the slide valve is open to the brake pipe, and the long 
port Ac, also in the slide valve, registers with port T in the seat- 
allowing brake pipe air to pass through ports S and T to the 
accelerator reservoir and to the top of piston KV 65, which is al- 
ways in direct communication with the accelerator reservoir. When 
a pressure of from 10 to 12 pounds is accumulated in the reser- 
voir, the piston, valve stem, and slide valve are moved down, com- 
pressing spring QT 231. Port a then registers with fe, but as the 
small part of the port opens first the brake pipe air flows slowly 
to the atmosphere, the discharge increasing as the port opens 
wider, until the full travel of the piston and slide valve gives a 
full opening of the port. When the cut-off valve of the brake 
valve goes to automatic lap and closes port S, air stops flowing 
to the accelerator reservoir. The pressure on piston KV 65 re- 
duces through ports E and T in the body of the valve and through 
port S, in the piston. As soon as the pressure above the piston 
has been reduced sufficiently, the spring QT 231 pushes the slide 
valve and piston upwards, first closing port E, then ports a and ft, 
lastly closing the leather seated valve EV 70, and stopping the 
flow of brake pipe air to the atmosphere. The piston closes port 
E before the slide valve closes port &, so that the air from the 
accelerator reservoir, flowing more slowly through the port S in 
the piston, gives the slide valve the slow closure desired. 

This action of the accelerator valve will allow a much larger 
volume of air to pass from the brake pipe than could flow in the 
same time through the service ports P and G in the brake valve. 

It stays open longer with a long train thain with a short one, 
because the volume of brake pipe air to be reduced is greater and 
the cut-off valve EV 317 stays open longer. 

The high speed controller is used with schedule B3-HS. Fig. 
24 is a photographic view and Fig. 25 is a sectional view of it, . 
showing the operative parts. These are piston HS 107 with valve 
HS 108, which is provided with one large and one smaller annular 
groove, as shown, the spring EV 105A, valve stem EV 131, pop 
valve EV 133 and the lever handle EV 129. 

It is connected to the brake cylinders at BC and the brake pipe 
at BP. Its normal position is shown in the illustration, where it 
is held by brake pipe pressure. During all ordinary service appli- 
cations the piston remains in this position and brake cylinder 
pressure can pass freely to the safety valve through the large 
groove, when higher than that which safety valve is set to retain. 
However, when an emergency application is made the brake pipe 
pressure is greatly reduced, the brake cylinder pressure will move 
the piston and valve their full traverse to the seat C. This move- 
ment brings the smaller groove directly under the passage G, 



14<l 



TEE Am BEAKE. 




N. r. B-3 EQUIPMENT. 



141 




Fig. 24. High Speed Controller, 



148 



TEE AIB BBAKE. 



which restricts the passage of brake cylinder air to the safety 
valve and causes a gradual blow down until stopped by the safety 
valve. The safety valves should be adjusted to 53 pounds, and 




iSiOS 

^sS6 

\HSlb9 

HS 107 

HIGH SPEED CONTKOLLEK LEVEE SAFETY VALVE. 

EiG. 25. 



To Brake Cylinders 



whether used alone or with the high speed controller are piped to 
the engine brake cylinders so that they will relieve the cylinders 
of all over that amount, whether obtained with the automatic or 
straight air application. 

Ports F and D allow the brake cylinder pressure to circulate 
around the piston HS 107 and back of valve HS 108 so that they/ 
will move with a slight difference of pressure. 



THE QUICK EELEASE VALVE. 

The quick release valve shown in Fig. 27, as before stated, is 
for use with schedule B3-S switch engine equipment. This valve 






f..-^i^QDf^ 




f 



N. Y. B-3 EQUIPMENT, 



149 




Fig. 26. 




Fig. 27. 



150 TEE AlB BRAKE. 

is to hasten the release after an application of the automatic or 
straight air brakes. Eeferring to Fig. 27, connection A leads to 
the double check valve as shown in the piping diagram of this 
equipment. Connection B leads to the driver brake cylinders and 
connection X to the exhaust. 

As soon as the brakes are applied by automatic or independent 
application pressure will pass to top of piston KV 142, forcing the 
same down against the resistance of spring EY 138 until it strikes 
the collar on valve EV 141, clearing the valve body enough to give 
a direct opening to the brake cylinders. 

In effecting a release, as soon as the handle of the brake valve 
has been returned to release position, the pressure will be reduced 
from the upper side of the piston, allowing the pressure on the 
under side to operate it and lift the valve EV 141 off its seat to 
discharge the pressure from the brake cylinders to the atmosphere. 

While the quick release valve is shown, in the piping diagram, 
between the double check and driver brake cylinders, it can, if 
desired, be placed in the straight air pipe between the brake valve 
and double check to hasten the release of the straight air brake 
on engine and tender, leaving the release of the automatic brake 
normal. 

The double check valve is not shown in this pamphlet, as it is 
of an old and well understood design. 



PART III. 



DUPLEX AIR PUMPS AND PUMP 
GOVERNORS. 



DUPLEX AIR PUMPS AND PUMP GOV- 
ERNORS. 

The Duplex Air Pumps manufactured by The New York Air 
Brake Company for locomotive service are of four different sizes, 
and are known as the Nos. 1, 2, 5 and 6. The dimensions of these 
pumps are as follows: 

Pump Diameter of Diameter of Diameter of Illustrated in 

No. Steam Cyl. L. P. Air Cyl. H. P. Air Cyl. Stroke. Appendix. 

1 5 in. 7 in. 5 in. 9 in. Plate Q-2 

2 7*' 10'' 7" 9" Plate Q-2 

5 8'' 12'' 8" 12" Plate No. 5 

6 7'' 11" 7" 10" 

The No. 1 and No. 2 differ somewhat from the No. 5 and No. 
6 in design as well as in size, although the principle of operation 
is practically the same. 

To meet the demand for a pump that would furnish air for a 
freight train of 100 cars, and still be sufficiently within its 
capacity to reduce the liability of failure to a minimum, the No. 5 
pump was designed and perfected, and such structural changes 
made as to materially improve the design and increase the 
efficiency and economy of the duplex air pump. 

The valve gear of the duplex air pump is exceedingly simple, 
consisting of two ordinary D slide valves, similar to the same 
type of valve used in locomotives, actuated by valve stems which 
extend into the hollow piston rods and are moved by contact with 
the tappet plates bolted on the steam piston heads. The valve 
on one side controls the admission of steam to, and exhaust from 
the opposite cylinder, as shown, so that while one of the pistons 
is moving the other is at rest. This feature also allows the air 
valves to seat by gravity. 

The air cylinders are known as the low pressure and high 
pressure cylinders, and in each type of the pumps herein de- 
scribed, the difference in the areas of the air cylinders is in the 
same proportion, the low pressure piston having twice the area of 
153 



154 TEE AIB BRAKE. 

the high, and the high pressure the same area as the steam cylin- 
ders. Thus three measures of air are compressed with two 
measures of steam. 

The operation of all the duplex air pumps is practically the 
same, the difference being in the arrangement of the air valves. 
The No. 1 and No. 2 have six air valves, viz., upper and lower 
receiving, upper and lower intermediate and upper and lower dis- 
charge valves, and the same air inlets for both cylinders. The 
No. 5 and No. 6 have separate air inlets for each cylinder and 
eight air valves, viz., upper and lower receiving for low pressure 
cylinder, upper and lower intermediate, upper and lower receiving 
for high pressure cylinder and upper and lower discharge. All air 
valves of the No. 5 pump are the same size and are interchange- 
able. This is also the case with those of the No. 6. 

The No. 5 and No. 6 pumps are identical except in size, and 
as this type of pump is the later one, we will describe the opera- 
tion of the No. 5. 

By referring to the plates Nos. 1, 2, 3 and 4, it will be seen 
that each part has a reference letter and the pump pistons are 
shown in different positions. We will use these letters in the de- 
scription of the operation, so that the movements can be easily 
followed, by referring to the plates when reading the explanation. 

OPEKATION. 

Before the pump has been started, both pistons will naturally 
be at the bottom of the cylinders, due to their own weight, or, if 
not completely down, will at least have dropped enough to permit 
the slide valves to fall to the bottom of the steam chests. 

Assuming for convenience of explanation that the pistons are 
both down, when the pump throttle is opened live steam flows into 
both steam chests B, and is always present in them when the pump 
is taking steam. In this instance only, steam is admitted to both 
cylinders at once, through port g, to the upper side of piston H, 
which being at the bottom is merely held in that position, and 
through port o, to the under side of piston T (Plate 1). Piston 
T now moves upward and in doing so forces the air that is above 
the piston in low pressure cylinder D, through intermediate valve 
K, into the high pressure cylinder F. At the same time, the low 
pressure piston tends to create under it a vacuum, which is filled 
with air at atmospheric pressure through the air inlet at the right, 
and receiving valve W. Just before piston T reaches the end of 
its upward stroke, the tappet plate Q engages the button on the 
end of the valve stem P, which moves the slide valve C, to its 
highest position, allowing the steam above piston H to pass 
through ports g, cavity r, in slide valve C, and the exhaust X, to 
the atmosphere, and live steam through port s, to the under side of 
piston H. As piston H moves upward (Plate 2) the high pressure 
piston in cylinder F forces the air above it, which may be said to 



AIE PUMPS AND PUMP GOVERNORS. 155 

be under the first stage of compression, through discharge valve 
M, to the main reservoir, vi^hile its upward movement tends to 
create a vacuum under it in the high pressure cylinder F, which 
is filled with air at atmospheric pressure through high pressure 
receiving valve N. 

Just before piston H completes its upward stroke (Plate 3), 
tappet plate L engages with the button on the valve stem, raising 
it with the slide valve A, exhausting the steam under piston T, 
through port o, cavity r, in slide valve A and the exhaust X to the 
atmosphere, and admitting steam through ports v to the upper 
side of piston T, moving it downward. During the downward 
movement of piston T the low pressure piston in cylinder D forces 
the air under it, which was taken in on its upward stroke, through 
the intermediate valve E to the under side of the piston in high 
pressure cylinder F, and at the same time cylinder D is filled with 
air at atmospheric pressure through the air inlet and upper receiv- 
ing valve U. Just before the piston T completes its downward 
stroke (Plate 4), the tappet plate Q, coming in contact with the 
lower tappet or shoulder on the valve stem P, moves the slide valve 
C to its lowest position, allowing the steam under the piston H to 
exhaust to the atmosphere through port s, cavity r, in slide valve 
C and the exhaust X, and admitting live steam to the upper side 
of piston H, through ports g, moving it downward. As piston H 
moves downward, the high pressure piston forces the air under it 
through the lower discharge valve I into the main reservoir, while 
the cylinder is filled above with air at atmospheric pressure 
through the air inlet at the left, and receiving valve J. 

The completion of this stroke completes one cycle of the pump. 
The movements described are repeated through each succeeding 
cycle. 

The air valves through which air is being received or dis- 
charged during the movements of the pistons are shown in the 
illustrations as being raised from their seats. 

Before starting a pump, open the drain cocks in the steam and 
exhaust passages. Open the steam valve slightly at first, and run 
tne pump very slowly until all the condensation has been worked 
out of the steam cylinders. Then the steam valve may be opened 
a little more, but the pump should be run slowly until a pressure 
of 50 or 60 pounds has been accumulated in the main reservoir. 
It should be run just fast enough to promptly restore the pressure 
in brake system, but never raced. 

The steam cylinders should receive a constant supply of oil 
from the lubricator (about one drop a minute), and it is necessary 
to keep all joints between the lubricator and pump perfectly tight, 
so that no oil will be wasted. Oil can leak away at the steam 
joints, where there is little or no indication of steam leakage. 

The piston rods should be kept well packed, and good, clean 
swabs well oiled should be maintained on them. 






^1 


' ' . 


1 


i! 


p 




fe 


"\s yc^""' 




156 TEE AIB BBAKE. 



AIR PUMP DISOEDEES. 



Broken or stuck air valves or seats will materially reduce the 
efl&ciency of the pump. They almost invariably cause the pump to 
work unevenly, and can usually be located by watching the action 
of the pistons. Leaky piston packing rings will also reduce the 
efficiency of the pump, and cause an uneven stroke. To detect 
them, pump up about 90 pounds in the main reservoir and stop the 
pump. Eemove the oil cup. If there is a continuous blow, it 
denotes a leaky discharge valve. If not, the discharge valve is 
tight. Start the pump again, and note if there is a blow from 
the oil cup hole on the down stroke; if so, it denotes leaky pack- 
ing rings. However, most roads have their air pumps tested in 
the round-house, and they are supposed to maintain the standard 
pressure against a certain size orifice, the failure to perform which 
results in their removal for repairs. 

Should the pump stop and refuse to go to work again, first see 
that the governor is working properly, and that the pump is get- 
ting a full supply of steam, by opening the drain cock in the 
steam passage (see governor disorders). Sometimes a pump will 
stop on account of insufficient lubrication, and may be started by 
shutting off the steam for a few moments, opening the drain cock 
in the steam passage and again turning on the steam, letting the 
lubricator feed a few extra drops of oil. If it will not then go 
to work, it will undoubtedly be due to a breakdown, which would 
have to be repaired in the shop or round-house, as engines are not 
usually equipped with the tools and parts necessary to make such 
repairs on the road. 

THE AUTOMATIC OIL CUP. 

The principle of operation of the automatic oil cup is as 
follows : 

As the air piston makes its up-stroke, compressed air is driven 
upward through the passage drilled through the center post in the 
body of the oil cup, next passes downward inside the extended 
sleeve of the cap nut, and then through the regulating ports drilled 
in this sleeve, to the surface of the oil in the reservoir, on which 
it creates pressure. As the air piston makes its down-stroke, a 
vacuum is formed in the passage in the center post, and also inside 
the extended sleeve of the cap nut which envelops the center post, 
and the air pressure on the surface of the oil, formed when the 
air piston made its up-stroke, on the down-stroke forces the oil 
to the inside of the sleeve, and a small portion of it is drawn 
into the air cylinder through the hole in the feed cap, 0C15, which 
screws into the center post. 

With this cup, the quantity of oil fed to the air cylinder is 
governed by the diameter of the hole drilled in the feed cap, 0C15. 

This automatic oil cup supplies oil to the air cylinders only 
when the air pump is working; so that although it performs the 



AIE PUMPS AND PUMP GOVERNORS. 15^ 

service required of it effectively, it also performs it with a maxi- 
mum economy in the use of oil. Its use will increase the life of 
the air cylinders, packing rings and piston rod packing, as well- 
as prevent hot pumps and the annoyance caused by the accumula- 
tion of the gum in other parts of the engine equipment, due to 
the imperfect, wasteful and uneven lubrication of the air cylinders 
heretofore in vogue. 

This cup should be filled before starting on a trip. Use only 
good cylinder oil to fill it, as other oils do not lubricate air cylin- 
ders on account of their low flash point. Never oil through the air 
inlets, as it clogs the passages and valves. The automatic cup can 
be filled whether the pump is running or not, and it is a good plan 
to start the pump first, so as to be sure that the small port in the 
feed cap, 0C15, is open. Be careful not to enlarge it when clean- 
ing it out. 

PUMP GOVEENOES— STYLE C. 

The function of the pump governor is to stop the pump when 
the maximum pressure has been obtained, and to again allow 
steam to be admitted to the pump when this pressure has been 
slightly reduced, thus practically maintaining a constant pressure. 

The pump governor is shown with the steam valve open in one 
illustration and with it closed in the other, the arrows indicating 
the direction of flow of steam and of air. 

OPEEATION. 

When sufficient air pressure, the amount for which the gov- 
ernor is adjusted, accumulates in the diaphragm air valve chamber 
to overcome the resistance of regulating spring PG 10, the 
diaphragm air valve PG 13 is lifted, uncovering the air passage 
in its seat PG 14, and air flows down on top of piston PG 4, 
which rests on top of steam valve PG 5. Then the piston 'and 
steam valve together are forced downward until the latter seats 
as shown in the cut showing the valve closed, and closes the steam 
passage leading to the air pump, thus cutting off the supply of 
steam. This action takes place when the air pressure for which 
the governor is adjusted has been obtained. 

When the air pressure in the diaphragm air chamber falls 
below the tension of the regulating spring, diaphragm air valve 
PG 13 seats, as shown in the cut showing valve open, and cuts off 
the flow of air to the governor piston PG 4. The remaining air 
pressure in the governor piston chamber is quickly reduced on ac- 
count of the air escaping from this chamber through small vent 
port, indicated by the small dotted circles, in the air passage con- 
necting the diaphragm air valve and the governor piston air cham- 
bers; then the steam pressure acting upwardly on the face of the 
steam valve PG 5 forces this valve open and admits steam to tb^ 
pump. 



158 



TEE AIB BBAKE. 

STYLE A. 




ADJUSTING. 

The pump governor is adjusted to regulate the amount of air 
pressure carried, by means of the regulating spring PG 10. By- 
screwing down the adjusting nut PG 35 the tension of this spring 
is increased; and by screwing up the nut the tension is decreased. 

Increasing the tension of the spring increases the air pressure 
that may be carried, and decreasing the tension decreases the air 
pressure. 

Screw down adjusting nut until the pump stops at the desired 
pressure, and note the promptness with which it starts when the 
air pressure reduces slightly, screwing down adjusting nut a trifle 
if the pump does not start promptly, after which replace cap nut 
securely. 

When adjusting governors, be sure that the air gage is correct. 

Often difficulty experienced in adjusting governors is due to 
erratic action of the air gage. 

PUMP GOVERNOR DISORDERS. 

After the pump governor has been properly adjusted and it is 
found that it permits a gradual increase of pressure to be carried, 
no change in the adjustment having been made, before it stops the 
pump, it is likely that gum has accumulated on the face of the 
diaphragm air valve, between it and its seat PG 14, thus increas- 
ing slightly the height of this seat and, consequently, the tension 
of the regulating spring, and reducing the lift of the diaphragm. 

"When the governor stops the pump, and does not permit it to 
go to work promptly upon a slight reduction in air pressure, it is 
probable that the diaphragm PG 13 is leaking. This leakage tends 
to hold the steam valve closed, and make the pump work slower 
than before. The leakage past the diaphragm can be detected 
by the constant flow of air from the small relief port (small 
dotted circle) in the diaphragm body PG 32. 

When the pump has been working properly but begins to run 
slower each day, of its own accord, it is an indication that there 



AIE PUMFS AND PUMP G0VEBN0B8. ^^ 



H" Copper P!^e 
Air Connection »t 




Pump Governor. Steam Valve Open. 



iCiO 



TSE AIS BEAKS, 



H" Copper Pipe 
Air Connection; 




To 

Air Pump 



Pump Governor. Steam Valve Closed and Air Passing to Top 
OF Piston PG 4. 



AIR PUMPS AND PUMP GOVEBNORS. 161 

is an accumulation of lime or other matter on the stem of the 
steam valve PG 5, which reduces the lift of that valve and makes 
it throttle the pump. 

When the governor fails to stop the pump, and the standard 
pressure has been accumulated, assuming, of course, that it has 
been properly adjusted, it is probable that the relief, or drainage, 
port (indicated by the larger dotted circles) in the governor body 
PG 30 is stopped up. This port is for the relief of any steam 
and of any air leakage that might occur into the chamber below 
the governor piston and form a pressure under it. When the relief 
port is blocked up — and this is likely to occur only in extreme cold 
weather when the condensation from the steam can freeze — the 
leakage into this chamber is trapped and forms a pressure under- 
neath the governor piston that will be greater than the air pres- 
sure coming in on top of this piston, hence the governor cannot 
operate to close the steam valve, and the pump will run uncon- 
trolled. 

When a waste pipe is screwed into this port it should be very 
short. Long ones will surely freeze up in cold weather. 

Should the diaphragm air valve PG 13 leak around the edges 
into the spring case PG 3A and at the same time the small relief 
port in this case should happen to be stopped up, the governor 
would allow the pump to run vmcontrolled. The same would be 
true if the air passage through seat PG 14 should become blocked 
up solid with gum. The last two causes of loss of pump control, 
however, seldom, if ever, occur, 

GENEEAL CAEE OF GOVERNOR. 

The pump governor should be kept clean, and the air and steam 
valves free from leakage. All pipe connections to the governor 
should be kept absolutely air and steam tight; this to prevent 
waste of air and of steam, and to insure the proper working of 
the governor, and the proper lubrication of the pump. On account 
of the curious fact that oil supplied by the lubricator can leak 
away at the steam joint connections even when there is little or no 
indication of steam leakage, it will be necessary to see that these 
joints are kept perfectly tight so that all oil furnished to the 
pump may be carried to it, and lubricate it. Before connecting 
up the air pipe to the diaphragm body PG 32, see that the small 
strainer in this connection is perfectly clean. If this strainer 
should become blocked up air could not freely pass to the governor 
piston, and the governor w^ould not work satisfactorily. 

In all cases where the pump stops and refuses to go to work, 
before doing anything else examine all relief ports in the governor 
and see that they are perfectly free. Open the drain cock in the 
steam passage of the steam head of the pump and note whether 
or not steam is passing freely to the pump. 



PART IV. 



THE DUKESMITH ENGINE CON- 
TROL AIR BRAKE EQUIP- 
MENT NO. 6. 



I 



THE DUKESMITH ENGINE CONTROL AIR 

BRAKE EQUIPMENT 

NO. 6. 

Functions. It is claimed by its manufacturers that the func- 
tions of this equipment are: 1. Engine and tender brakes may be 
applied independently of the train brakes and without overcharg- 
ing the train pipe. 2. Slack of the train may be taken by graduated 
application of locomotive brakes and immediately thereafter of 
the train brakes by using one handle. 3. Entire or graduated 
release of engine brakes v^dthout disturbing train brakes. 4. 
Engine brakes may be reapplied without making a further train 
pipe reduction or at the same time the train brakes are being 
harder applied. 5. Engine and train brakes released together as 
Avith an ordinary brake valve. 6. Eelease of train brakes while 
engine brakes are set. 7. Eeleasing engine brakes while train 
Drakes are applied and reapplying and holding engine brakes 
while releasing train brakes with one movement of the handle. 
8. Maintaining engine brakes against brake cylinder leakage with 
the triples at lap or release position. 9. Uniform pressure per 
square inch, regardless of piston travel, of engine and tender 
brake cylinders. 10. Automatic application of engine brakes in 
case hose bursts and continued application thereof, regardless of 
cylinder leakage. 11. Immediate release of engine brakes without 
releasing train brakes, after emergency application. 12. Quick 
train pipe reduction at train triples in double-heading emergency 
application, regardless of number of coupled engines. 

Operation. The only features in its operation which differ 
materially from the operation of the standard Air Brake are: 

First — When the handle of the valve is moved toward the left, 
from Eunning to Eelease Position, it applies the engine brakes 
without applying the train brakes, and by returning the handle 
to Eunning Position it releases the engine brakes. 

Second — By placing the handle in the notch between Eunning 
and Lap Positions (known as Independent Eelease) it will release 
the engine brakes without releasing the train brakes. 

Third— By placing the handle on Maintenance Lap Position it 
165 



166 



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Duplex Coatrol Valve 




Details of Equalizing Accelerator Valve^ Emergency Vent 
Valve, and Duplex Control Valve of Dukesmith, E. C. or 
Engine Control Equipment No. 6 Shown in Chart, 



168 THE AIB BBAKE. 

will cause the engine brakes to apply very gradually or ke«»p them 
applied against cylinder leakage, without applying the train 
brakes. 

Positions. The positions on the brake valve are arranged in 
the usual order. The valve handle is moved toward the left when 
releasing train brakes, and toward the right when applying train 
brakes. 

The first position, to the extreme left, is Straight Air and 
Holding Position, This puts the engine brakes on or keeps them 
on while the train brakes are being released. 

The second is Kunning Position, which releases both the engine 
and the train. 

The third is Independent Engine Eelease, which lets the engine 
brakes off without releasing the train brakes. 

The fourth is Positive Lap, when the ports are all closed. 

The fifth is Maintenance Lap, which allows main reservoir 
pressure to flow to the engine brake cylinders while the train pipe 
exhaust is kept closed. 

The sixth is Service; in this position the train pipe pressure is 
allowed to exhaust through a small opening, while the main reser- 
voir pressure is allowed to flow to the engine brake cylinders, thus 
making a straight air application on the engine while the train 
brakes are being applied automatically. 

The seventh is Emergency; in this position the train pipe 
exhaust is wide open and the main reservoir pressure is free to 
pass into the engine brake cylinders. 

Straight Air Lap Position is about midway between Holding 
and Eunning Positions. 

The Equalizing Discharge Yalve is located in the train pipe 
just below the brake valve; it is also an Accelerator Valve, 
because it accelerates, or quickens the flow of air from the train 
pipe when the surge rushes forward from a long train pipe, 
thereby insuring full braking power regardless of the length of 
the train. 

When a hose bursts the driver brakes may be immediately 
released by closing the cut-off cock marked Q, as shown on the 
Chart, and placing the handle of the brake valve on Independent 
Eelease Position. 

The Dukesmith Car Control Valve is intended for use on both 
freight and passenger cars. It is connected to the exhaust port 
of the triple and to the brake cylinder and to the train pipe, and 
hence enables trainmen to independently close the triple exhaust 
or open the brake cylinder without regard to the action of the 
triple valve and also to open the train pipe to the atmosphere 
either suddenly or gradually, thus making either a service or 
emergency application of the brakes on the entire train, as may 
be desired. 



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DUKE8MITS ENGINE CONTROL. 



169 




OCT 23 1811 



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SUPPLEMENT TO THE VOLUME 



AIR BRAKE 



THE SCIENCE OF RAILWAYS 



BY 



MARSHALL M. KIRKMAN 



EMBODYING DESCRIPTIONS AND INSTRUCTIONS FOR 
THE MANIPULATION OF 

THE WESTINGHOUSE No. 6 "E T" ENGINE AND TENDER BRAKE 
EQUIPMENT, TOGETHER WITH QUESTIONS AND ANSWERS RELA- 
TIVE TO THE PRACTICAL OPERATION THEREOF; THE NEW 
YORK B-3 LOCOMOTIVE BRAKE EQUIPMENT; NEW YORK 
DUPLEX AIR PUMPS AND PUMP GOVERNORS: AND 
THE DUKESMITH E. C. EQUIPMENT No. 6 
AND CAR CONTROL VALVE 



CHICAGO 

CROPLEY PHILLIPS COMPANY 

1911* 



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